Civil-Military ATM Performance Framework · 2019-02-18 · Civil Military ATM Performance Framework Edition Number: 1.0 Released issue Page 5 1.2 Purpose In order to safeguard the

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Civil-Military ATM Performance Framework

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CIVIL-MILITARY INTERFACE STANDING COMMITTEE

PRISMIL PROGRAMME

Civil Military ATM Performance Framework

Edition Number : 1.0 Edition Date : 15.01.2015 Status : Released Issue Intended for : General Public


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DOCUMENT CHARACTERISTICS

TITLE


Reference:

Document Identifier Edition Number: 1.0

Edition Date: 15.01.2015

Abstract

The Civil Military ATM Performance Framework was developed at the request of the Civil Military Interface Standing Committee (CMIC). It comprises guidance material supporting both civil and military stakeholders in maintaining a consistent approach when implementing a civil-military performance-based partnership in ATM, while safeguarding national security and national and international defence needs. The framework offers consistent performance monitoring at national and international level. It complements the SES performance scheme, offering more comprehensive performance monitoring and assessment methods in the field of civil-military cooperation. The civil-military performance framework is an evolving document. As the implementation of the civil-military performance-based partnership matures, it will be necessary to adjust and/or modify the scope and content of the framework.

Keywords

Performance framework Performance scheme Civil-military dimension Performance plan

Key performance area Focus area Performance objective, Performance indicator

Performance target Capacity Flexibility Cost-effectiveness

Efficiency Mission effectiveness Special use airspace available

requested allocated used released

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DOCUMENT CHANGE RECORD

The following table records the complete history of the successive editions of the present document.

EDITION NUMBER

EDITION DATE

INFOCENTRE REFERENCE REASON FOR CHANGE PAGES

AFFECTED


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CONTENTS

DOCUMENT CHARACTERISTICS .......................... ................................................... ii

DOCUMENT APPROVAL ................................. ......................................................... iii

DOCUMENT CHANGE RECORD .............................................................................. iv

EXECUTIVE SUMMARY ............................................................................................. 1

1 INTRODUCTION ................................................................................................... 3

1.1 Background .............................................................................................................. 3

1.2 Purpose .................................................................................................................... 5

1.3 Objectives ................................................................................................................. 6

1.4 Applicability............................................................................................................... 7

1.5 Stakeholders ............................................................................................................. 7

1.6 Reference documents ............................................................................................... 7

1.7 Acronyms ................................................................................................................. 8

1.8 Definitions ................................................................................................................. 9

2 RELATION WITH RELEVANT SES REGULATION ............. .............................. 15

2.1 FUA regulation ........................................................................................................ 15

2.1.1 Performance monitoring requirements ............................................................................15

2.1.2 Complement to the FUA regulation .................................................................................15

2.2 SES performance scheme ...................................................................................... 15

2.2.1 Environment KPA ............................................................................................................16

2.2.2 Civil-military dimension within the SES performance scheme ........................................16

2.2.3 Complement to the performance scheme .......................................................................17

3 METHODOLOGY USED ..................................................................................... 17

3.1 Key Performance Area ........................................................................................... 18

3.2 Performance objectives .......................................................................................... 18

3.3 Performance indicators ........................................................................................... 19

3.4 Performance targets ............................................................................................... 19

4 KPA AND PERFORMANCE OBJECTIVES .................... ................................... 20

4.1 Capacity ................................................................................................................. 20


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4.2 Cost-effectiveness .................................................................................................. 21

4.3 Efficiency ................................................................................................................ 21

4.3.1 Mission effectiveness ......................................................................................................22

4.3.2 Airspace efficiency ..........................................................................................................22

4.4 Flexibility ................................................................................................................. 24

5 PERFORMANCE INDICATORS ............................ ............................................. 25

5.1 Capacity performance indicators ............................................................................. 26

5.2 Cost effectiveness performance indicators ............................................................. 27

5.3 Efficiency performance indicators ........................................................................... 28

5.4 Flexibility performance indicators ............................................................................ 31

6 CONCLUSION .................................................................................................... 33


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EXECUTIVE SUMMARY

CMIC/44 agreed to the proposed approach of developing a civil-military performance framework, with a special focus on military mission effectiveness and civil use of released airspace (CURA) and to make use of lessons learnt from the current initiatives/programmes.

In order to safeguard the visibility of civil-military and military performance requirements within the overall ATM performance-based approach in Europe, a civil-military performance framework (the framework) is required. The framework comprises guidance material supporting both civil and military stakeholders by maintaining a consistent approach when implementing a civil-military performance-based partnership in ATM, while safeguarding national security and national and international defence needs.

The objective of the framework is to provide consistent, harmonized guidance material supporting implementation of a civil-military performance-based partnership within the context of ECAC. The framework is applicable to those entities and working arrangements whose aim is to build a civil-military performance-based partnership.

The methodology described in ICAO Doc 9883 Manual on Global Performance of the Air Navigation System has been applied as the baseline reference method in drafting the civil-military performance framework.

EUROCONTROL, with the contribution of stakeholders, has already developed and implemented a set of civil-military performance measurements. Also, supporting performance monitoring tools like Network Manager Interactive Reporting (NMIR) and the Pan-European Repository of Information Supporting Civil-Military Performance Monitoring (PRISMIL) are available for the monitoring of specific performance measurements.

In addition to the SES performance scheme KPAs and performance indicators (PIs), the framework offers more PIs within existing KPAs, as well as additional KPAs. It complements the SES performance scheme, offering more comprehensive performance monitoring and assessment methods in the field of civil-military cooperation. Therefore, the performance monitoring across ASM processes is available within the geographical scope of FABs, the EU and ECAC.

For the first edition of framework, the CMIC decided to use KPAs where proven PIs already existed: capacity, cost-effectiveness, efficiency and flexibility. Also, the framework offers combined use of civil and military performance measurements. Such an approach allows a balanced and consistent application of FUA performance monitoring at all levels of ASM.

A set of generic, non-binding, civil-military performance objectives should support stakeholders in the definition of more concrete objectives and performance targets.

The framework is an evolving document. As implementation of the civil-military performance-based partnership matures, it will be necessary to incrementally adjust and/or modify the framework scope and content. The CMIC is the owner of the document and the approving authority.


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1 INTRODUCTION

1.1 Background

In July 2000, the 8th Session of the EUROCONTROL PC, acting upon recommendations of the Performance Review Commission (PRC), requested the Director General (DG) to examine the implementation status of FUA in European States, and to put in place a programme to ensure best practice and to foster the integration of civil/military air traffic services, making real-time information readily available to civil and military authorities to enable them to maximise the use of airspace and existing capacity.

To implement the PC’s decision, a dedicated study was conducted by the PRU. The study recommendation which subsequently became the basis for Key Performance indicators (KPIs) was recommendation 9; “Develop both national and international review processes to ensure the most effective use and evolution of the FUA concept”.

One of the aforementioned actions was “to establish a common methodology to measure actual usage of airspace structures for military activities in view of assessing its impact on civil traffic and on military operations”. EUROCONTROL devised a pilot project related to the recommendation. The participation of States was ensured through involvement of the CMIC, which provided the national expertise.

The military authorities had also underlined the importance of measuring performance. A number of States - Germany, Hungary, Italy and the United Kingdom - volunteered to join the pilot project. The final report, entitled “Feasibility Study for EUROCONTROL into the Use of Key Performance Indicators in a Military Context” was published in February 2004.

CMIC/20 requested the Agency to complete the work through an implementation study. A refined set of KPIs was agreed between the pilot nations, and also approved by the Military Team (MILT) in 2006.

The KPIs were tested in a database with a manual KPI population, and a guidance handbook was produced. However, data used for KPI population is in many nations spread over different data systems, log books and locations. In the light of this, data collection and management requires significant efforts, especially at international level,

To fulfil the PC recommendations and actions, and to take on board conclusions from the implementation study, a programme named PRISMIL was initiated to develop a civil-military performance monitoring system.

The EUROCONTROL/DCMAC-drafted document ‘Civil Military ATM Performance Framework’ was presented to MILHAG/19 and CMIC/28 at the beginning of 2008. Both the group and the committee strongly supported the principle that military KPA/KPIs must be aligned with civil KPA/KPIs without losing sight of military specificities. MiLHaG 22 supported further developments in the field of civil-military ATM performance.



CMIC/34 asked EUROCONTROL to develop civil/military coordination KPIs in support of the SES Performance Framework and FAB developments

CMIC/36 concluded as follows: “Whilst respecting the EU’s leading role with respect to the SES performance framework, the CMAC Division, in close coordination with the PRU, is to develop a civil military performance framework that should support FAB establishment.”

PC/39 noted the CMIC work programme 2013-2017, and agreed to the project of a civil-military performance-based partnership as one of the three priority work areas the Agency should further define.

CMIC/43 supported the development of a civil-military ATM performance-based partnership in order to establish and promote a performance-driven culture among civil and military stakeholders and assess the performance of civil and military flexible use of airspace.

CMIC/44 agreed to the proposed approach of developing a civil-military performance framework, with a special focus on military mission effectiveness and civil use of released airspace (CURA) and make use of lessons learnt from the current initiatives/programmes.

In line with the Statement by the Member States on military issues related to the Single European Sky accompanying Regulation (EC) No 549/2004, civil-military cooperation and coordination should play a fundamental role in the implementation of the Single European Sky, in order to move towards an enhanced flexible use of airspace for the achievement of the Single European Sky performance objectives, having due regard to military mission effectiveness1.

FUA regulation2 states that Member States must “assess and review airspace procedures and performance of flexible use of airspace operations”.

In order to “improve the performance of air navigation services and network functions in the Single European Sky”, Regulation (EC) No 1070/2009 introduced a performance scheme for air navigation services and network functions. The Commission adapted implementing rule (IR) 691/2010 covering the first reference period (2013-2014). The second reference period (2015-2019) has been covered in Regulation 390/2013. Having due regard to military mission effectiveness, both IRs recognise the utmost importance of civil-military cooperation and coordination in order to achieve the performance objectives. Nevertheless, “The performance scheme should be without prejudice to the provisions of Regulation (EC) No 549/2004 aiming at safeguarding essential security or defence policy interests3.”

A Performance-based Approach (PBA) has therefore become mandatory for the EU Member States.

1 Recital (25), regulation (EC) No 1070/2009 2 Article 4, paragraph (m) and (n) of Regulation (EC) No 2150/2005 of 23 December 2005 3 Whereas: (17) of the Regulation 390/2013



1.2 Purpose

In order to safeguard the visibility of civil-military and military performance requirements, within the overall ATM performance-based approach in Europe, a civil-military performance framework (the framework) is required.

The framework comprises guidance material supporting both civil and military stakeholders in maintaining a consistent approach when implementing civil-military performance-based partnership in ATM while safeguarding national security and national and international defence needs.

States and FABs needs as regards the performance assessment of civil-military cooperation are broader than those described in Regulation 390/2013. The framework contains civil-military performance monitoring requirements that are not covered by the SES performance scheme (the performance scheme) across the key performance areas (KPAs) where civil and military stakeholder interaction has been identified. Nevertheless, the performance scheme lends importance to military mission effectiveness but does not regulate how to monitor and assess it. Therefore, the framework needs to complement the performance scheme.

The framework aims to provide a set of harmonized definitions and terminology describing the key elements of the civil-military performance-based partnership within the SES context. The definitions include KPAs, focus areas, generic performance objectives, and performance indicators, their aggregation hierarchies and classification schemes (taxonomy).

By using the methodology and data requirements defined by the framework, the States are in a position to apply a consistent performance assessment of civil-military cooperation and coordination across national borders.

The framework is an evolving document. As the implementation of the performance scheme matures, it will be necessary to adjust and/or modify the framework accordingly.

The framework supports:

- Horizontal integration of performance measurement - Horizontal alignment of performance measurement assures optimisation of the work flow across ASM processes.

- Vertical integration of performance measurers - Vertical integration of performance measures improves operating performance by focusing all stakeholder efforts on strategic objectives.

- Benchmarking – Consistency in performance description facilitates benchmarking among stakeholders across national boundaries, providing a better understanding of attainable levels of performance through comparison.



- Accountability – Makes it possible to establish an accountability environment and individual accountability for performance, for both civil and military stakeholders, when a performance plan is adopted.

- Transparency and trust – Transparency is the key prerequisite for building trust among partners. It means the condition of complete openness in areas of common interest. Mutual trust and transparency among civil and military stakeholders is the key pre-condition for a partnership. Also it is the most important element for the establishment of an environment of accountability.

- Balanced performance requirements : Civil and military stakeholders do not have the same business objectives. Consequently, their expectations from ATM are not necessarily identical. Sometimes performance requirements can be diametrically opposed. The aim of the framework is to put both civil and military stakeholder requirements within a performance-driven partnership where they interact. However, this does not mean putting commercial interest on a par with state security and defence needs. The states’ sovereign right to determine priorities regarding national security and defence needs within their national airspaces remains unchanged. Therefore collaborative decision-making (CDM) should be driven by commonly agreed performance objectives and priorities set up by the states.

- Establishment of an integrated performance measurem ent system: The monitoring and assessment of national, FAB or EU-wide ATM performance is feasible through implementation of the integrated performance measurement system. The framework outlines, in a consistent and coherent way, the civil-military performance measuring requirements that could be monitored.

1.3 Objectives

The overall objective of the framework is to provide consistent and harmonized guidance material supporting implementation of civil-military performance-based partnership within the context of ECAC.

The framework document:

- safeguards the visibility of civil-military and military ATM performance requirements;

- provides a taxonomy for the classification of civil-military performance management requirements;

- outlines the context and generic performance objectives for civil-military performance management in ATM systems;

- defines civil-military performance indicators relevant for civil-military cooperation and coordination;

- supports a definition of the civil-military dimension within the performance scheme;

- provides a structured view of civil-military coordination and cooperation.



1.4 Applicability

The framework is applicable, as guidance material, to those entities of the ECAC states seeking to build a civil-military performance-based partnership. The document also assists the state authority (CAA, NSA, MAA) and FAB working arrangements which are responsible for the preparation and drawing-up of the civil-military dimension within the performance plan.

1.5 Stakeholders

The CMIC is the owner of the document and the approving authority.

A stakeholder is any civil or military entity, group or ATM community member who is affected by, or involved in, ATM performance management at national, FAB and pan-European level such as:

- Civil and military regulatory authorities

- National supervisory authorities

- Civil and military ANSPs

- Civil and military airspace users

1.6 Reference documents

- ICAO Doc 9883 Manual on Global Performance of the Air Navigation Service

- ICAO Circ 330; AN/189 Civil/Military Cooperation in Air Traffic Management

- REGULATION (EC) No 549/2004 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 10 March 2004 laying down the framework for the creation of the single European sky amended by REGULATION (EC) No 1070/2009 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 21 October 2009

- COMMISSION IMPLEMENTING REGULATION (EU) No 390/2013 of 3 May 2013 laying down a performance scheme for air navigation services and network functions;

- EUROCONTROL Military Key Performance Indicators Handbook, Edition number 1.0; Edition date 9 February 2009



1.7 Acronyms

AMC Airspace management cell

ANSP Aeronautical Service Provider

ASM Airspace management

ATC Air traffic control

ATFM Air traffic flow management

ATM Air traffic management (ATS + ASM + ATFM)

ATS Air traffic services

AUP Airspace Use Plan

CAA Civil aviation authority

CAP Capacity KPA

CBA Cross-border area

CDR Conditional route

CEF Cost effectiveness KPA

EATMN European air traffic management network

EFF Efficiency KPA

FA Focus Area

FIR Flight Information Region

FUA Flexible use of airspace

GAT General air traffic

HLAPB High level airspace policy body

ICAO International Civil Aviation Organization

IFR Instrument flight rules

KPA Key Performance Area

KPI Key performance indicator

LLFA Lower Level Focus Area



MAA Military aviation authority

MiLHaG Military Harmonisation Group

NMIR Network Manager Interactive Reporting tool

NSA National supervisory authority

OAT Operational air traffic

PI Performance Indicators

PRISMIL Pan-European of Information Supporting Civil-Military Performance Monitoring

RPAS Remotely Piloted Aircraft Systems

SES Single European Sky

SUA Special use airspace

TRA Temporary Reserved Airspace

TSA Temporary segregated area

UUP Updated Airspace Use Plan

1.8 Definitions

Term Explanation

Air traffic flow management

A function established with the objective of contributing to the safe, orderly and expeditious flow of air traffic by ensuring that ATC capacity is utilised to the maximum extent possible, and that the traffic volume is compatible with the capacities declared by the appropriate air traffic service providers.

Airspace management

A planning function with the primary objective of maximising the utilisation of available airspace by dynamic time-sharing and, at times, the segregation of airspace among various categories of airspace users on the basis of short-term needs.

Airspace management cell

A cell responsible for the day-to-day management of the airspace under the responsibility of one or more Member States.

Airspace reservation

A defined volume of airspace temporarily reserved for exclusive or specific use by categories of users.



Term Explanation

Airspace restriction A defined volume of airspace within which, variously, activities dangerous to the flight of aircraft may be conducted at specified times (a ‘danger area’); or such airspace situated above the land areas or territorial waters of a State, within which the flight of aircraft is restricted in accordance with certain specified conditions (a ‘restricted area’); or airspace situated above the land areas or territorial waters of a State, within which the flight of aircraft is prohibited (a ‘prohibited area’).

Airspace structure A specific volume of airspace designed to ensure the safe and optimal operation of aircraft.

At short notice Only a short time before something happens. There is no commonly agreed value for short notice regarding airspace reservation/restriction. It should be defined at state’s level.

AUP allocated SUA An airspace restriction/reservation promulgated by the AUP. The AMC promulgates the AUP the day before operation at 1500 UTC, in general after negotiations between the civil and military parties regarding the civil traffic load and the status of the conditional routes. It could be promulgated at national and international level.

Available SUA An SUA which has been available for GAT planning and consequently for use, without any reservation/restriction, since the time of AUP promulgation until the end of the validity period of the related AUP. It refers to the SUA available during the validity period of the related AUP.

Baseline performance

The term refers to performance, as described by a collection of defined indicators, in a given set of years. This performance may be the planned baseline performance (incorporating planned improvements), the measured baseline performance (based on historical data) or a projected baseline performance.

Business intelligence

The set of techniques and tools for the transformation of raw data into meaningful and useful information for business analysis purposes.

Cancelled mission Where a mission is no longer undertaken. A mission can be cancelled before or after the allocated start time.

Civil-military coordination

The coordination between the civil and military parties authorised to make decisions and agree a course of action.



Term Explanation

Civil-military performance-based partnership

Relationship between civil and military ATM stakeholders characterised by mutual cooperation and responsibility, for the achievement of agreed performance objectives through the application of performance-based management.

Civil-military performance framework

Set of definitions and terminology describing the building blocks used by the stakeholders to collaborate on performance management activities relevant to civil-military cooperation.

Conditional route

ATS route only available for use and flight planning under specified conditions. Conditional routes may have more than one category: category 1 conditional route (CDR1), category 2 conditional route (CDR2), and category 3 conditional route (CDR3).

Cross-border operations

Cross-border/FIR boundary operations (CBO) encompass activities conducted by one or more States within an area established across international boundaries or entirely within the airspace under the jurisdiction of a single State.

Cross-border area An airspace restriction or reservation established over international boundaries for specific operational requirements. This may take the form of a temporary segregated area or temporary reserved area.

Danger area An airspace of defined dimensions within which activities dangerous to the flight of aircraft may exist at specified times.

Data Qualitative, quantitative and other relevant information relating to air navigation performance collected and systematically processed by, or on behalf of, the Commission for the purpose of implementing the performance scheme.

Flexible use of airspace

An airspace management concept applied in the European Civil Aviation Conference area on the basis of the airspace management handbook for the application of the concept of the flexible use of airspace issued by EUROCONTROL.

H-hour The time at which an SUA is activated.



Term Explanation

Key performance area

Key performance areas are a way of categorising performance subjects related to high-level ambitions and expectations. ICAO has defined 11 KPAs: safety, security, environmental sustainability, cost-effectiveness, capacity, efficiency, flexibility, predictability, access and equity, participation and interoperability4.

Key performance indicators

The performance indicators used for the purpose of performance target-setting.

Mission One or more aircraft orders to accomplish one particular task, performing a mission as (an) individual flight(s) and/or formation(s).

Optimum airspace dimensions

The length, breadth and height which would provide the most effective training area for a mission/training event type.

Performance ATM performance is a measure of how well the ATM system satisfies the ATM community’s expectations. In each of the KPAs, performance is measured at the level of individual performance objectives using performance indicators.

Performance assessment

The assessment of past, current and/or planned performance. The process of assessing past and current performance is called ‘performance review’. Planned performance is assessed during the research and development phases of the life cycle, using validation techniques.

Performance indicators

Current/past performance, expected future performance and actual progress in achieving performance objectives is quantitatively expressed by means of indicators. Within the SES, the term means the indicators used for the purpose of performance monitoring, benchmarking and reviewing.

Performance management

The process of defining performance objectives, performance indicators and performance targets. In addition it includes performance monitoring, and the identification of performance gaps.

Performance monitoring

The continuous process of collecting and analysing data in order to measure the actual outcome of a system versus the relevant (key) performance targets and performance plans using the (key) performance indicators.

4 In order to provide consistency with ICAO and taxonomy, a military mission effectiveness (MME) has been incorporated within the Efficiency KPA as the mission effectiveness focus area



Term Explanation

Performance objective

Within KPAs or focus areas, the potential intention to establish performance management is “activated” by defining one or more performance objectives. Generic objectives specifically focus on what has to be achieved, but do not make statements about when, where, by whom or how much. Instantiated objectives add the when, where, by whom and how much to the generic objectives.

Performance review The assessment of past and current performance, using measured data obtained via performance monitoring.

Performance target Performance targets are the values set for performance indicators, which need to be matched or exceeded if a performance objective is to be deemed fully achieved. A single performance objective can have one or more performance targets.

Performance-based approach

A decision-making method based on three principles: a strong focus on desired/required results, informed decision-making driven by those desired/required results, and reliance on facts and data for decision-making.

Procedures As used in the context of the interoperability Regulation, this term means a standard method for either the technical or the operational use of systems, in the context of agreed and validated concepts of operation requiring uniform implementation throughout the EATMN.

Prohibited area An airspace of defined dimensions, above the land areas or territorial waters of a State, within which the flight of aircraft is prohibited.

Reference period The period of validity and application of the Union-wide performance targets and performance plans, as set out in Article 11(3)(d) of Regulation (EC) No 549/2004.

Released SUA An SUA allocated by the AUP or other means and released back, entirely or partially, for GAT use before the allocated end-time.

(An SUA allocated for military activity which is released for use by GAT.)

Requested SUA An initial request for airspace restriction or reservation.

Restricted area Airspace of defined dimensions, above the land areas or territorial waters of a State, within which the flight of aircraft is restricted in accordance with certain specified conditions.



Term Explanation

Route network A network of specified routes for channelling the flow of general air traffic as necessary for the provision of ATC services.

Sector Part of a control area and/or flight information region/upper region.

Special use airspace (SUA)

An airspace of defined dimensions for the exclusive use of specific users published in the national Aeronautical Information Publication. This is a general term which encompasses all types of airspace in which activities must be confined because of their nature. It includes all types of airspace restrictions and reservations such as D, R, TSA, TRA, military training areas, military operational areas, etc.

SUA Capacity The ability of an ATM system to accommodate specific training events requiring airspace reservation and/or restriction during a specific period of time, taking into account the duration of the training events, ATM inefficiency, planning inefficiency and weather impact on training and operations.

Supporting metric Supporting metrics determine which data need to be collected to calculate values for the performance indicators.

System The aggregation of airborne and ground-based constituents, as well as space-based equipment, providing support for air navigation services for all phases of flight.

Temporary reserved area (TRA)

A defined volume of airspace normally under the jurisdiction of one aviation authority and temporarily reserved, by common agreement, for specific use by another aviation authority and through which other traffic may be allowed to transit, under ATC clearance.

Temporary segregated area (TSA)

A defined volume of airspace normally under the jurisdiction of one aviation authority and temporarily segregated, by common agreement, for exclusive use by another aviation authority and through which other traffic will not be allowed to transit.

Training event A military activity taking place within an SUA which requires airspace reservation or segregation from general air traffic. A mission may include one or more training events.

Users Civil or military aircraft operating in the air as well as any other parties requiring airspace.

UUP allocated An airspace restriction or reservation allocated by the UUP.



2 RELATION WITH RELEVANT SES REGULATION

2.1 FUA regulation 5

2.1.1 Performance monitoring requirements

In accordance with the FUA regulation, Member States must monitor the performance of FUA at the strategic level of airspace management.

Pursuant to Article 4(1)(m) and (n) of the regulation, Member States must:

- assess and review airspace procedures and performance of flexible use of airspace operations;

- establish mechanisms to archive data on the requests, allocation and actual use of airspace structures for further analysis and planning activities.

2.1.2 Complement to the FUA regulation

While the FUA regulation requires a performance assessment at national level, the framework offers a set of consistent performance indicators allowing performance monitoring within a wider geographical scope across national boundaries. Therefore the framework makes possible an assessment and review of the performance of FUA operations within FAB, EU or ECAC environment in a consistent way.

FUA is the ASM concept which includes civil and military stakeholders at three, but interdependent, ASM levels. The framework provides consistency of the generic performance objectives and measurements at all levels of ASM. Also, the framework offers the combined use of civil and military performance measurements, addressing the performance monitoring needs of both stakeholders in a balanced and transparent way.

Such an approach allows the consistent application of FUA performance management at all levels of ASM, striking a balance between civil and military stakeholders.

Finally, the framework makes available a relevant list of data definitions, enabling the establishment of a mechanism for data collection and integration at international level.

2.2 SES performance scheme

The performance scheme recognizes the importance of civil military cooperation and coordination. “Civil-military cooperation and coordination are of the utmost importance

5 The Regulation (EC) No 2150/2005



in achieving the objectives of the performance scheme, having due regard to military mission effectiveness.6”

Also, national security and defence interest must be protected. The performance scheme should be without prejudice to the provisions of the Regulation (EC) No 549/2004 aiming at safeguarding essential security or defence policy interests.7

2.2.1 Environment KPA

An environmental KPA defines three performance indicators with regard to civil military cooperation. Those indicators are:

a) The effectiveness of booking procedures for flexible use of airspace (FUA), defined as follows:

i. the indicator is the ratio of time that the airspace was allocated for reservation or segregation from general air traffic, and the time that the airspace was used for the activity requiring such segregation or reservation;

ii. the indicator is calculated separately for airspace allocations on a pre-tactical and tactical basis and including all allocations notified to the Network Manager.

b) The rate of planning of conditional routes (CDRs) defined as the ratio of aircraft filing flight plans via CDRs and the number of aircraft that could have planned them.

(c) The effective use of CDRs defined as the ratio of aircraft using CDRs and the number of aircraft that could have planned them8.

2.2.2 Civil-military dimension within the SES perf ormance scheme

The SES performance scheme recognized the civil-military dimension as one of the elements of the performance plan. The performance plan must contain a “description of the civil-military dimension of the plan describing the performance of flexible use of airspace (FUA) application in order to increase capacity with due regard to military mission effectiveness, and, if deemed appropriate, relevant performance indicators and targets in consistency with other indicators and targets of the performance plan”9.

While a description of the performance of the FUA application is mandatory, addressing ATM system effects on military mission effectiveness is an optional feature. This allows the Member States to address their national military requirements in order to safeguard essential security or defence policy interest.

6 Whereas (16) of the Regulations (EC) 390/2013 7 Whereas (17) of the Regulations (EC) 390/2013 8 ANNEX I; SECTION 1(2.2) of the Regulations No 390/2013 9 Article 11 (3f) of the Regulations No 390/2013



2.2.3 Complement to the performance scheme

The scheme does not define performance objectives or set performance related to civil-military cooperation and coordination. However, “for their own performance monitoring and/or as part of the performance plan, Member States may decide to establish performance indicators and associated targets in addition to the key performance areas and key performance indicators These additional indicators and targets shall support the achievement of the Union-wide targets and the resulting targets at local level. They may for example integrate and describe the civil-military or meteorological dimension of the performance plan, and may be accompanied by appropriate incentive schemes.10” .

Also, “Without prejudice to the template set out in Annex II, the performance plan may include different sections relating to the local level, namely functional airspace block, national, charging zone and airport11”

In addition to the SES performance scheme PIs relevant to civil-military cooperation, the framework offers more PIs within existing, as well as additional, KPAs where civil and military stakeholders interact. It complements the performance scheme, offering more comprehensive performance monitoring and assessment methods for civil-military cooperation that could be used at local level.

Since military operations and training do not fall within the sphere of competence of the Community, PIs relevant to military mission effectiveness fall outside the scope of the performance scheme. Those PIs were developed and adopted in close cooperation with military stakeholders12. They could be used at national or FAB level, as appropriate.

3 METHODOLOGY USED

The methodology described in ICAO Doc 9883 Manual on Global Performance of the Air Navigation has been applied as a baseline reference method in drafting civil-military performance framework.

EUROCONTROL, with a contribution from stakeholders, has already developed and implemented a set of performance measurements. Also, supporting tools like NMIR and PRISMIL are available to monitor specific performance measurements. Therefore, the first edition of the framework addresses the already tried and tested achievements in the domain of civil-military performance monitoring.

The civil-military performance framework is an evolving document. As the implementation of the civil-military performance-based partnership matures, it will be necessary to incrementally adjust and/or modify the framework’s scope and content.

10 Article 9 (6) of the Regulations No 390/2013 11 Article 11 (6) of the Regulations No 390/2013 12 EUROCONTROL Military Key Performance Indicators Handbook, Edition number 1.0; Edition date 9 February 2009



3.1 Key Performance Area

KPA provides categorized and performance-related high-level expectations and ambitions where the civil and military ATM communities cooperate or where the military identifies specific performance requirements of the ATM system in order to carry out its tasks. The KPA will be identified from existing ICAO and SESAR relevant documents. Within each KPA, a number of more specific areas, so-called Focus Areas (FA), in which there is potentially an intention to establish performance management, are identified.

The categorisation of military-related high-level expectations and ambitions is not limited to KPAs described within the current framework edition. Military performance requirements should be represented across all KPAs where civil and military stakeholders interact. For the first edition of the framework, the CMIC decided to use KPAs where proven performance indicators have already existed. However, it does not preclude further development. A following edition of the framework should address additional KPAs, such as: Assess and Equity, Interoperability, and Security.

3.2 Performance objectives

The performance scheme does not define performance objectives related to civil-military cooperation and coordination. Therefore, in order to safeguard national defence and security interests as well as facilitate civil-military contributions to the performance scheme, civil-military generic performance objectives have to be identified. They represent a desired trend with respect to current performance, focusing on what should be achieved, but do not make statements about the when, where, who and how much. An agreement on performance objectives is a crucial precondition for the establishment of a productive partnership between civil and military stakeholders.

Nevertheless, these generic performance objectives should support the achievement of EU-wide targets as well as national/FAB expectations.

More specific definition of instantiated performance objectives, specifying the when, where, who and how much should be achieved remains a national responsibility.

The instantiated performance objectives should be:

- Specific – The performance objective must be expressed in terms of the objects and events that represent air traffic and its operational environment.

- Measurable – The objective must be associated with one or more clearly defined performance indicators, and it must be possible and affordable to establish the required data collection processes and to resolve information disclosure issues.

- Achievable – Performance objectives can be challenging, but must take realistic account of the public environment, timing and available resources.



- Relevant – Performance objectives should only be defined where there are anticipated performance problems and opportunities related to ATM community expectations.

- Timely – The performance objective must be achievable in a timely fashion so as to contribute to the ATM community expectations.

3.3 Performance indicators

Performance indicators (PI) are defined in order to quantify the degree to which performance objectives are being met. When describing PIs, the framework defines the metrics and establishes how they will be obtained and combined to produce PIs. PIs should be quantitative where possible and robust, conveying meaningful information for a given performance objective. They should be suitable for a performance target, setting a proper course of action towards agreed objectives. PIs intended for use at international level should be standardised so as to facilitate consistency of data collection.

Since a performance objective gives an indication of which part of the ATM system and what performance should be monitored, an agreement on the performance objective should precede PI definition.

The framework document avoids overwhelming the ATM community with numerous PIs. It should focus on what is important and what is critical for civil-military cooperation. A small number of focused PIs are much better than numerous performance indicators without relevance to the key processes.

All PIs should be measurable. That means that relevant performance data should be available, enabling implementation of an efficient performance monitoring system.

The framework contains already tested and validated PIs. When developing a new PI, a maturity process should verify that the indicator provides a meaningful measure. Subsequently, the new PI could be incorporated within the framework.

And finally, the framework identifies which PIs are applicable at national or FAB level and which are suitable for performance monitoring at EU level. Ultimately, the State is responsible for application of relevant PIs in accordance with its policy.

3.4 Performance targets

The full potential of the performance-based approach can be achieved only if PIs are used in conjunction with performance targets. However, neither the performance scheme nor the European Air Traffic Management Master Plan of the Single European Sky ATM Research (SESAR) envisages civil-military performance targets.

It is not the purpose of the framework to set up civil-military or military performance targets. The performance target setting process remains a State responsibility that could be exercised at national or FAB level. Nevertheless, if States intend to set up



performance targets, e.g. within a FAB, the application of identical baseline performance definition and target-setting methodologies are recommended.

4 KPA AND PERFORMANCE OBJECTIVES

Within each KPA one or more Focus Areas are identified in which there is an interest and/or potential to establish performance management. Focus Areas are cascaded down into Lower Level Focus Areas as appropriate. They are the result of high-level analysis indicating areas where the requirement as regards performance should be addressed in any given KPA.

Within each KPA, the CMIC-agreed generic performance objectives specify the ATM community ambitions and expectations of civil-military cooperation in a more focused way. They point out a general direction in which civil-military cooperation and coordination should aim within PBA.

4.1 Capacity

The Capacity KPA addresses the ability of the ATM system to deal with air traffic demand (in number and distribution through time and space).13 However, due to the different nature of the various military operations, the ATM system should cope with specific military demands.

Within the local airspace capacity focus area, it is useful to establish performance management with regard to SUA Capacity as civil-military Focus Area (FA), covering military training and operational needs whose nature requires airspace reservation or restriction. Design SUA Capacity Lower Level Focus Area (LLFA) covers a segment of airspace structure designed to accommodate specific training or operational events.

A significant number of European States have planned to introduce into their inventories the fifth generation of fighter aircraft. Also, Remotely Piloted Aircraft System (RPAS) operations have increased in number and mission diversity. The new generation of flying platforms needs a different, often larger, airspace volume for training and operation than is currently the case.

Therefore new requirements for airspace reservation and restriction could become one of the critical performance needs in coming years, and not just for the military.

SUA Capacity addresses the ability of an ATM system to accommodate specific training events requiring airspace reservation and/or restriction during a specific period of time. Besides the duration of the training event, designed SUA Capacity has to take into account ATM inefficiency, planning inefficiency and weather impact on training and operations. The designed SUA Capacity is assessed for a reference airbase.

The primary military expectation is a sufficient SUA Capacity allowing uninterrupted planning and conducting of training and operations. Since the training programme is mostly approved on a yearly basis, the SUA Capacity should be defined annually,

13 ICAO Doc 9883 Manual on Global Performance of the Air Navigation Service



based on the actual training programme for a specific type of training event. A demand for SUA Capacity should not exceed the designed SUA Capacity.

Table 1. Capacity KPA with associated generic performance objective

KPA ICAO Focus Area

Civil-mil FA Lower-level FA Objective

CAP Local Airspace Capacity

SUA Capacity

Designed SUA capacity

To optimise SUA capacity in accordance with actual user’s needs

4.2 Cost-effectiveness

Since military aircraft are mostly outside the charging scheme and Member States may exempt flights performed by the military from en-route charges, the cost- effectiveness of the ATM system with regard to military operation should be addressed in an appropriate way.

This Mission cost-effectiveness focus area addresses the cost of military training attributable to the ATM system.

Transit Cost LLFA covers the portion of the fight time spent in transit between an airbase and the training area. It addresses the cost of transit as the shortest distance and optimum flight profile from the airbase to the training areas and back. Flying time between SUAs is not considered as transit time. The cost-effectiveness aspect addresses the actual cost in comparison with the optimum cost. The difference between actual and optimum cost constitutes the non-training-related cost.

Because of the substantial contribution of fuel to the operational cost, civil users focus more on fuel consumption. However, due to significant differences between the civil and military in the contribution of fuel to the overall operational cost between civil and military, the focus of the military should be on the transit flight time . The calculation should therefore be based on the cost per flying hour.

However, the methodology for calculating the cost per flying hour differs from State to State. Cost benchmarking between States is therefore impracticable. For that reason, it is recommended that the transit cost should be measured at national level.

Table 2. Cost-effectiveness KPA with associated generic performance objective

KPA Civil-mil FA Lower-level FA Objective

CEF Mission cost effectiveness

Transit cost No additional transit cost incurred by ATM

4.3 Efficiency

Pursuant to the ICAO Doc, the efficiency KPA addresses the operational and economic cost-effectiveness of gate-to-gate flight operations from a single-flight perspective.



Airspace users want to depart and arrive at the times they select and fly the trajectory they determine to be optimum in all phases of flight.

While GAT IFR operations are focused on flight efficiency, military operations are mission-oriented. Very often a single mission can be composed of more than one sortie involving different kinds of airborne and ground assets.

Therefore, a performance assessment of ATM impact on military operation and training should address military specificities.

4.3.1 Mission effectiveness

In accordance with Article 13 of Regulation (EC) No 549/2004: “This Regulation shall not prevent the application of measures by a Member State to the extent to which these are needed to safeguard essential security or defence policy interests. Such measures are in particular those which are imperative in order to conduct military operations and training, including the necessary options for exercises”.

Accomplishment of the mission goal is a primary requirement for military airspace users. Beside others contributing factors, the ATM system could have a significant impact on military training and operational effectiveness. For that reason , within Efficiency KPA, the mission effectiveness focus area addresses how the ATM system can accommodate military operational and training needs.

Training inside the SUA Lower Level Focus Area addresses the impact which the location and dimensions of SUAs have on missions. The required volume and shape of SUAs are determined by an individual training event, type and number of aircraft. Thus, the military community expects the ATM system to allocate SUAs whose qualitative and quantitative characteristics facilitate training and operational needs.

Also, SUAs must be reachable with the available fuel load for actual sorties participating in the mission. The transit part of the sortie, from airbase to the SUA and back, should not reduce the amount of fuel required for the training or operational event within the SUA. The distance and transit flight profile determine the acceptability of an SUA location. Consequently, both the distance and transit flight profile should be optimized within tactical training requirements.

4.3.2 Airspace efficiency

With regard to airspace utilisation, civil and military cooperation contributes to the overall SES performance objective. Performance outputs of civil-military ASM processes at local level are performance inputs at Network level, directly impacting ATC capacity and opportunities for better flight efficiency.

Civil and military stakeholders have different but not necessarily conflicting expectations of ASM. These high-level expectations and commitments are formulated within FUA principles14. “In order to ensure, for the benefit of all users, efficiency in airspace planning, allocation and use” transparent and balanced performance management should be established.

Within airspace efficiency FA , SUA utilisation LFA comprises topics of interest requiring the establishment of performance management. Such approach ensures a

14 Article 3 (c) and (e) of the Regulation No 2150/2005 of 23 December 2005 laying down common rules for the flexible use of airspace



better focus on the more efficient utilisation of shared airspace where both civil and military operate. SUA utilisation LFA comprises LLFAs where both civil and military stakeholders can contribute to flight efficiency and airspace capacity.

In accordance with the FUA principles “…consistency between airspace management, air traffic flow management and air traffic services shall be established and maintained at the three levels of airspace management15”. However, each state has applied its own practical solution. Such inconsistency compromises potential positive synergies at network level. Therefore, the network manager, ATS providers and GAT airspace users expect as much consistency as possible. The greatest positive effect on the network could be achieved by optimisation of ASM processes at strategic and pre-tactical ASM level. A tactical ASM of SUA impacting ATC capacity and flight efficiency should be used as a last resort.

SUA allocation LLFA monitors the efficiency of SUA allocation by AUP, focussing attention on improved ASM at pre-tactical level.

Pursuant to FUA regulation “air traffic services units and users shall make the best use of the available airspace”. SUA use LLFA measures the efficiency of SUA utilisation allocated to military. An efficient use of allocated SUA time is an open issue since the concept of FUA has been introduced. A unilateral approach to the issues, placing the entire burden on military stakeholders, has very little chance of improving overall performance.

In order to facilitate the conduct of required military training and operations, SUA allocated time on D-1 needs to anticipate ATM and planning inefficiencies, negative weather impact as well as other specific factors that could affect the mission execution on the day of operation. Therefore, a very common solution is double SUA allocation and/or extended SUA allocated time. Nevertheless, an ATM system capable of allocating an appropriate SUA at short notice on the day of operations can significantly reduce the need for SUA overbooking at D-1. In order to improve overall performance at network level, predictability on D-1 with regard to the day of operation is essential.

Even though it is not identified as an issue, it is important to highlight that timely activation as well as duration of airspace reservation or restriction is very important for the conduct of effective military training and operations.

Discrepancies have been identified between the planning and use of available SUA by GAT users. Such inefficiency hampers the optimisation of ATC sector configuration and application of optimal ATFCM actions. LLFA “GAT planning efficiency of available SUA” focuses stakeholder attention on more efficient utilisation of SUAs when available for GAT planning on D-1.

While the FUA regulation requires the release of the SUA as soon as “…the activity which has caused its establishment ceases”, the FUA principle also states that: “air traffic services units and users shall make the best use of the available airspace”. Therefore, LLFA “GAT use of released SUA” focus on establishing performance management when SUA is released either upon mission cancellation or on civil request. After such a release, traffic flows should be restored to ensure that the released airspace is used to the full advantage of GAT traffic.

15 Article 3 (b) of the Regulation No 2150/2005 of 23 December 2005 laying down common rules for the flexible use of airspace



Table 3. Efficiency KPA with associated generic performance objectives

KPA Focus Area

Lower-level FA

Lower-level FA

Objective

EFF

Mission effectiveness

Training inside SUA

SUA dimension and location

To ensure allocation of an optimum SUA dimension within an acceptable location and distance of an airbase

Airspace efficiency

SUA utilization

SUA allocation To maximize SUA allocation by AUP

SUA use To allocate SUA in accordance with actual needs

GAT planning efficiency of available SUA

To maximise the GAT planning efficiency of available SUA

GAT use of released SUA

To maximise the GAT use of the released SUA

4.4 Flexibility

ICAO KPA Flexibility addresses the ability of all airspace users to modify flight trajectories dynamically and adjust departure and arrival times, thereby permitting them to exploit operational opportunities as they occur. In the domain of civil-military cooperation, the flexible use of shared airspace is a main subject of interest.

From the civil-military perspective Flexible Use of Airspace FA covers the ATM system’s ability to secure application of the concept of FUA and to respond to rapidly changing requests for SUA utilization by GAT and OAT alike.

The first FUA principle is “coordination between civil and military authorities shall be organised at the strategic, pre-tactical and tactical levels of airspace management through the establishment of agreements and procedures in order to increase safety and airspace capacity and to improve the efficiency and flexibility of aircraft operations16”. Since every state has its own approach in the implementation of the FUA concept, inconsistent FUA application is one of the issues identified as preventing more efficient ASM across national boundaries. FUA Application LLFA is focused on the consistent application of the concept of FUA across state boundaries. SUA Management LLFA covers SUA allocation at short notice and SUA Released to GAT.

SUA allocation at short notice LLFA addresses the ATM system’s capacity to allocate SUA upon request at short notice. This implies adherence of the allocated SUA to the acceptable airspace dimensions and location. The level of ATM system flexibility to respond to military needs at short notice is commensurable to the efficiency of SUA allocation by AUP on D-1. Changes after AUP publication on D-1 up to and beyond 3 hours before mission execution are part of the pre-tactical ATM adaptation process which encompasses the negotiations on adapting the ATM system to the anticipated changes. For military operations most of the changes are to be tackled at H-3. Changes after H-1 are mostly subject to a tactical coordination...

16 Article 3 (a) and (e) of Regulation No 2150/2005 of 23 December 2005 laying down common rules for the flexible use of airspace



SUA Released to GAT LLFA focus on performance requirements where missions are cancelled and the allocated SUA revert to civil use as soon as possible, preferably before the scheduled start time of the airspace allocation. In addition, existing practices indicate that the allocated SUA could be released back to GAT upon civil request in certain circumstances, such as ATC capacity constraints.

Table 4. Flexibility KPA with associated generic performance objectives

KPA Civil-mil FA Lower-level FA Lower-level FA Objective

FLX Flexible Use of Airspace

FUA Application

Application of FUA in SUA

To ensure consistent FUA application within SUA

SUA Management

SUA allocation at short notice

To secure SUA allocation/ relocation at short notice

SUA Released to GAT

To release allocated SUA upon mission cancellation before the scheduled start

5 PERFORMANCE INDICATORS

In accordance with the performance scheme, PIs are used for the purpose of performance monitoring, benchmarking and reviewing while key performance indicators are the performance indicators used for the purpose of performance target setting. “Specific and measurable key performance indicators should be selected, on the basis of which responsibility for achieving the performance targets can be assigned. The associated targets should be achievable, realistic and time-bound, and aim at effectively steering the sustainable performance of air navigation services.17"

This chapter sets out the performance indicators that have already been developed and tested and are ready for implementation. The PRISMIL can measure all listed performance indicators. However, it does not prevent States from using their own indicators and performance monitoring system

Through implementation of Business Intelligence technology, the proposed set of PIs could be used at all levels of decision-making. PIs can be used to support:

- high-level policy decision-making,

- negotiations between civil and military partners for airspace design,

- performance plan drafting and monitoring,

- assessment of the impact of new airspace designs,

- assessment of the efficiency and optimisation of common ASM processes,

- assessment of the impact of ASM on military mission effectiveness.

17 Recital (18) of Regulation 390/2013



5.1 Capacity performance indicators

KPA Capacity

Focus Area: Local Airspace Capacity / SUA Capacity / Designed SUA capacity

Performance objective: To optimise SUA capacity in accordance with actual user needs

Performance Indicator: Formula: Metrics:

SUA capacity requested (SCr)

SUA time requested

SUA time available

- SUA requested time for training

- SUA time available for a planning

Rationale: SCr provides an indication of the capacity requested in relation to the amount of SUA time available for planning. PI allows planners at strategic level to assess how much of the SUA capacity is being requested against the available SUA time for every type of training event. Therefore the measurement is applicable for individual SUAs and specific training events that take place from a referent airbase. Design SUA Capacity should be based on an actual training programme. Since the training programme is mostly approved on a yearly basis, the Design SUA capacity should be defined / reviewed annually. Designed SUA Capacity must secure uninterrupted planning of training and operations. Therefore, based on actual training needs, airspace designers have to take into account the impact of ATM system inefficiency, planning inefficiency, weather influence, etc. HLAPB could use the PI for a regular review of user requirements. PI is applicable at national level as well as international level when states use SUA across national boundaries (CBA). Design SUA Capacity does not cover military needs for large-scale exercises or unpredicted events.

SCr =



5.2 Cost effectiveness performance indicators

KPA Cost-effectiveness

Focus Areas: Mission cost-effectiveness / Transit cost

Performance objective: No additional transit costs incurred ATM


Transit Cost (CoTT) CoTT = Transit time * cost - transit time is the total transit time (in minutes) for all aircraft participating in missions, and

- cost is the cost per flying hour, defined by each State, for the aircraft involved in the missions

Rationale: CoTT provides an indication of the economic impact of transiting to/from SUA. Used in conjunction with average transit time, it would make it possible to identify whether or not the transit costs attributable to ATM were greater than expected. Calculating the transit time standard deviation would provide further assistance by indicating if there was a consistent transit time for all flights selected or if transit time varied greatly. By selecting specific data sets, it should be possible to identify the cause of an unexpected high/low CoTT, e.g. location of units, type of aircraft or large exercise. CoTT is calculated for aircraft having an equal cost per flying hour. PI is usable at national level. Performance Indicator: Formula: Metrics:

Average cost of transit (ACoT)

ACoT = CoTT/number of aircraft - CoTT is computed as per the above section, and

- number of aircraft is all aircraft participating in missions

Rationale: ACoT provides an indication of the economic impact of transiting to/from an activity area. This indicator will help determine whether units are using SUAs within acceptable distances from airbases and/or whether the defined costs are valid. Used in conjunction with average transit time, it would make it possible to highlight whether or not an unexpected ACoT is due to transit times being greater than expected. Calculating the transit time standard deviation would provide further assistance by indicating if there was a consistent transit time for all flights selected or if transit time varied greatly. It is suggested that ACoT should be computed monthly. Other time period selections could be made to investigate/monitor anomalies. It is applicable at national level for a/c with identical operational costs.



5.3 Efficiency performance indicators

KPA Efficiency

Focus Areas: Mission effectiveness / Training inside SUA / SUA dimension and location

Performance objective: To ensure an allocation of optimum SUA dimension within an acceptable location and distance of an airbase.


Allocated SUA dimensions vs optimum SUA dimensions

(AvsO)

The mean over all missions of:

AvsO= {min (A1/Ao, 1) * min (FL1/FLo, 1)}

- A1 is the SUA surface area (in nm²) used in the mission,

- Ao is the optimum SUA surface area (in nm²) for the mission,

- FL1 is the allocated flight level range,

- FLo is the optimum flight level range for the mission

Rationale: AvsO provides an indication of how closely the allocated SUA conforms to the optimum airspace dimensions. AvsO allows planners to consider the effectiveness of the allocated SUA and assess FUA operations at pre-tactical level. This indicator shows whether the SUAs in use are as per published guidelines. Due to different operational requirements among the states, performance monitoring and target setting is more practicable at national level.


Average transit time (AvT) AvT = Transit time/number of aircraft - transit time is the total transit time of all aircraft participating in missions, and

- the number of aircraft is the total number of aircraft which participated in completed missions

Rationale: AvT provides an indication of the average transit time for all aircraft which participated in a completed mission. A calculation is based on the shortest distance from airbase to SUA and back. Flight time between SUAs is not calculated as the transit time. AvT allows planners to monitor how many time units are spent in average in transit. The standard deviation (std dev) should be computed at the same time, allowing planners to identify whether there is a significant variation in transit times.



KPA Efficiency

Focus Areas: Airspace Efficiency / SUA utilisation / SUA allocation

Performance objective: To maximize SUA allocation by AUP

Performance indicator: Formula: Metrics:

AUP allocation efficiency (AAE)

AAE= AUP allocated time / Allocated time - AUP allocated time is a total SUA allocated time by AUP

- Allocated time is sum of SUA allocated time by all means

Rationale: AAE monitors the SUA allocation efficiency by AUP on D-1. The indicator is the ratio of time that the airspace was allocated by AUP and the sum of allocated time by all means (AUP, UUP, and tactical allocation etc.). It indicates the level of SUA allocation predictability on D-1 assisting airspace planners to identify areas for improvement at pre-tactical level. AAE could be used at national, FAB and EU level for the purpose of optimisation of ASM processes across national boundaries with associated performance targets.

Focus Areas: Airspace Efficiency / SUA utilisation / SUA use

Performance objective: To allocate SUA in accordance to actual user’s needs

Performance indicator Formula Metrics

Use of allocated SUA (UoA) UoA = Time used / Time allocated - time used is the time used for training event in SUAs, and

- time allocated is the time allocated for training in SUAs

Rationale: UoA provides planners with a measure of the degree of over- or under-use of allocated SUA time. The training event duration could differ from actual time that aircraft spent within SUA. SUA could be allocated by means of AUP, UUP, tactical allocation or other means. For the purpose of more detailed assessment, the PI could be calculated for each individual means of allocation. It could be used at national, FAB and EU level with an associated performance target.



KPA Efficiency

Focus Areas: Airspace Efficiency / SUA utilisation / GAT planning efficiency of available SUA

Performance objective: To maximize GAT planning efficacy of available SUA

Performance indicator Formula Metrics

Time planned vs. time used by GAT in available SUA (tPvtU)

Available SUA time planned by GAT

Available SUA time used by GAT

- Available SUA time planned by GAT is the amount of time during which available SUA was planned for use by GAT.

- Available SUA time used by GAT is amount of time during which available SUA was actually used by GAT.

Rationale: The indicator provides planners with a measure of the level of GAT planning efficiency on D-1. It could be used for an optimisation of GAT planning efficiency at pre-tactical level within the geographical scope of state, FAB of the EU or between selected city pairs.

Focus Areas: Airspace Efficiency/SUA utilisation/GAT use of released SUA

Performance objective: To maximize GAT use of released SUA

Performance indicators: Formula: Metrics:

Released SUA time used by GAT (rStU)

Released SUA time used by GAT

Released SUA time

- Released SUA time used by GAT is the time during which released SUA was actually used by GAT.

- SUA Released time is the total time for which SUA was released for GAT use.

Rationale: This measures the ability of the ATM system to make the GAT use of released SUA back to GAT users. SUA could be released upon cancellation of a mission or upon request by a civil body.

tPvtU =

rStU =



5.4 Flexibility performance indicators

KPA Flexibility

Focus Areas: Flexible use of Airspace / FUA application / Application of FUA in SUA

Performance objective: To ensure consistent FUA application within SUA


Proportion of SUAs to which ASM Level X applies (ASMx)

SUA surface area to which ASM Level X applies

SUA surface area

where X = 1,2 or 3

- SUA surface area to which ASM Level X applies is the total published SUA surface area (in nm²) to which ASM level 1,2 or 3 applies,

- SUA surface area is the total published SUA surface area (in nm2) subject to FUA.

Rationale: ASMx indicators allow planners to understand which SUAs are subject to application of FUA, and the proportion of application of FUA, with regard to a specific ASM level. It indicates the maturity of application of FUA and should be computed yearly. The ASMx could be very useful for monitoring the consistency of FUA application at FAB level. However, since the application of the concept of FUA varies between the States, it is very important to agree common application criteria for strategic, pre-tactical and tactical level of ASM. The indicators are suitable for target-setting at national and FAB level.

Focus Areas: Flexible use of Airspace / SUA Management / SUA allocation at short notice

Performance objective: To secure SUA allocation / relocation at short notice


SUA allocation at short notice (SASn)

Number of SUA allocated

Number of SUA requested

- Number of SUA allocated is the sum of SUA allocations upon request at short notice

- Number of SUA requested is the sum of SUA allocation requests at short notice

Rationale: ASN monitors the ability of the ATM system flexibility to respond to military requests at short notice. It measures the ratio of the number of SUA allocated at short notice against the number of SUA requested at short notice. Since there is no threshold value for short notice, the Sates should define it. The indicator is suitable for target-setting at national and FAB level.

ASMx =

SASn =



KPA Flexibility

Focus Areas: Flexible use of Airspace / SUA Management / SUA released to GAT

Performance objective: To release allocated SUA upon cancellation of a mission before the scheduled start


SUA released to GAT prior to scheduled start (tGAT)

Time released before scheduled start

Time cancelled

- Time released before scheduled start is the total amount of allocated SUA time given back to GAT prior to its scheduled start time of activation upon cancellation of a mission.

- Time cancelled is the total amount of allocated SUA time for all cancelled missions

Rationale: This indicator provides an indication of the average time at which SUA is released to GAT prior to the allocated start time. The indicators could be calculated progressively for a particular release reference time (H-1; H-3 etc.) in relation to scheduled start time. It allows planners to track the progressive release of SUA to GAT following cancellation of a mission. The indicators are suitable for target-setting at national, FAB and EU level

tGAT =



6 CONCLUSION

The CMIC requested EUROCONTROL to develop a Civil-Military ATM Performance Framework document. The framework provides a logical, systematic and coherent approach to the performance assessment of civil-military cooperation with a focus on FUA operations.

It guidance material supporting both civil and military stakeholders by formulating a consistent approach to implementing a civil-military performance-based partnership in ATM while safeguarding national security and defence needs. The framework complements the SES performance scheme and contributes to SESAR Performance Framework.

Transparent performance assessment is an important way of increasing confidence between civil and military stakeholders, laying down a foundation for civil-military performance-based partnership. The set of generic, non-binding, civil-military performance objectives should support stakeholders in the definition of more concrete objectives and performance targets at national level.

The document follows the ICAO methodology for the decomposition of key performance areas into focus areas and the corresponding positioning of performance indicators. For the first edition of framework, the CMIC decided to use KPAs where proven performance indicators already existed: capacity, cost-effectiveness, efficiency and flexibility. EUROCONTROL, in cooperation with its stakeholders, has developed the set of civil-military performance indicators that has been incorporated into the framework. For the very first time, the framework facilitates a combined use of civil and military PIs. Now ATM planners are in position to make an assessment of SUA utilisation from the civil and military perspective.

The framework does not prevent further development. The civil-military ATM performance framework is an evolving document. As the implementation of the civil-military performance-based partnership matures, it will be necessary to adjust and/or modify the scope and content of the framework. A following edition of the framework should address additional KPAs where civil and military stakeholders interact, such as Assess and Equity, Interoperability, and Security.

EUROCONTROL has designed and implemented PRISMIL, the civil-military performance management system, in order to make the civil-military performance indicators applicable at national and international level.

The majority of regular civil-military cooperation activities in ATM take place within national boundaries. There is still a lot of diversity among the stakeholders, even where they operate within the same FAB. Therefore, the big bang approach in the implementation of the performance-based approach is unrealistic. Nevertheless, the framework is one step forward.

EUROCONTROL

February 2015 - © European Organisation for the Safety of Air Navigation (EUROCONTROL)

This document is published by EUROCONTROL for information purposes. It may be copied in whole or in part, provided that EUROCONTROL is mentioned as the source and it is not used for commercial purposes (i.e. for financial gain). The information in this document may not be modified without prior written permission from EUROCONTROL.

www.eurocontrol.int

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