ANNEX I -- KEY PERFORMANCE INDICATORS (KPI) FOR TARGET SETTING AND INDICATORS FOR MONITORING

• Regulation (EU) 2019/317 found in: SKPI (No 2019/317) Safety Key Performance Indicators (Dec 2020)

ANNEX I — KEY PERFORMANCE INDICATORS (KPI) FOR TARGET SETTING AND INDICATORS FOR MONITORING Regulation (EU) 2019/317 SECTION 1 — KPIs for Union-wide target setting and indicators for monitoring at Union level 1. SAFETY 1.1. Key performance indicators The minimum level of the effectiveness of safety management to be achieved by air navigation service providers certified to provide air traffic services. This KPI measures the level of implementation of the following safety management objectives: (a) safety policy and objectives; (b) safety risk management; (c) safety assurance; (d) safety promotion; (e) safety culture. 1.2. Indicators for monitoring (a) The rate of runway incursions at Union level with a safety impact calculated in accordance with point 1.2(a) of Section 2; (b) The rate of separation minima infringements at Union level with a safety impact calculated in accordance with point 1.2(b) of Section 2. 2. ENVIRONMENT 2.1. Key performance indicators This KPI measures the average horizontal *en route* flight efficiency of the actual trajectory, calculated as follows: (a) the indicator is the comparison between the length of the *en route* part of the actual trajectory derived from surveillance data and the achieved distance, summed over IFR flights within or traversing the airspace as defined in Article 1, hereinafter referred to as ‘European airspace’; (b) ‘*en route* part’ refers to the distance flown outside a circle of 40 NM around the airports; (c) where a flight departs from or arrives at an airport outside the European airspace, the entry or exit points of the European airspace are used for the calculation of this indicator as the origin or destination respectively, rather than the departure or destination airport; (d) where a flight departs from and arrives at an airport inside the European airspace and crosses a non-European airspace, only the part inside the European airspace is used for the calculation of this indicator; (e) ‘achieved distance’ is a function of the position of the entry and exit points of the flight into and out of each portion of airspace for all parts of the trajectory. Achieved distance represents the contribution that those points make to the great circle distance between origin and destination of the flight; (f) the indicator is calculated for the whole calendar year and for each year of the reference period, as an average. When calculating this average, the ten highest daily values and the ten lowest daily values are excluded from the calculation. 2.2. Indicators for monitoring (a) The average horizontal *en route* flight efficiency of the last filed flight plan trajectory, calculated as follows: (i) the difference between the length of the *en route* part of the last filed flight plan trajectory and the corresponding portion of the great circle distance, summed over all IFR flights within or traversing the European airspace; (ii) ‘*en route part*’ refers to the distance flown outside a circle of 40 NM around the airports; (iii) where a flight departs from or arrives at an airport outside the European airspace, the entry or exit points of the European airspace are used for the calculation of this indicator as the origin or destination respectively, rather than the departure or destination airport; (iv) where a flight departs from and arrives at an airport inside the European airspace and crosses a non- European airspace, only the part inside the European airspace is used for the calculation of this indicator. (v) the indicator is calculated for the whole calendar year and for each year of the reference period, as an average. When calculating this average, the ten highest daily values and the ten lowest daily values are excluded from the calculation. (b) The average horizontal *en route* flight efficiency of the shortest constrained trajectory, calculated as follows: (i) the indicator is the difference between the length of the *en route* part of the shortest constrained route available for flight planning,as calculated by the path finding algorithms and flight plan validation systems of the Network Manager, measured between the exit and entry points of two terminal manoeuvring areas, and the corresponding portion of the great circle distance summed over all IFR flights within or traversing the European airspace; (ii) this indicator considers the airspace restrictions on days with and without military activities published in the Route Availability Document issued by the Network Manager and the actual status of conditional routes at the time of the last filed flight plan; (iii) ‘*en route* part’ refers to the part outside a circle of 40 NM around the airports; (iv) where a flight departs from or arrives at an airport outside the European airspace, the entry or exit points of the European airspace are used for the calculation of this indicator as the origin or destination respectively, rather than the departure or destination airport; (v) where a flight departs from and arrives at an airport inside the European airspace and crosses a non- European airspace, only the part inside the European airspace is used for the calculation of this indicator; (vi) the indicator is calculated for the whole calendar year and for each year of the reference period, as an average. When calculating this average, the ten highest daily values and the ten lowest daily values are excluded from the calculation. (c) The effective use of reserved or segregated airspace calculated as the ratio of the initial requested allocated time for reservation or segregation from general air traffic, and the final allocated time used for the activity requiring such segregation or reservation. The indicator is calculated for all airspace allocations notified to the Network Manager. (d) The rate of planning via available airspace structures, including reserved or segregated airspace and conditional routes, for general air traffic calculated as the ratio of aircraft filing flight plans via such airspace structures and the number of aircraft that could have planned through those airspace structures. (e) The rate of using available airspace structures, including reserved or segregated airspace, conditional routes, by general air traffic calculated as the ratio of aircraft flying via such airspace structures and the number of aircraft that could have planned through these airspace structures. 3. CAPACITY 3.1. Key performance indicator The average minutes of *en route* ATFM delay per flight attributable to air navigation services, calculated as follows: (a) the *en route* ATFM delay is the delay calculated by the Network Manager, expressed as the difference between the estimated take-off time and the calculated take-off time allocated by the Network Manager; (b) for the purposes of this indicator: ‘estimated take-off time’ means the forecast of time when the aircraft will become airborne calculated by the Network Manager and based on the last estimated off-block time, or target off-block time for those airports covered by airport collaborative decision-making procedures, plus the estimated taxi-out time calculated by the Network Manager; ‘calculated take-off time’ means the time allocated by the Network Manager on the day of operation, as a result of tactical slot allocation, at which a flight is expected to become airborne; ‘estimated taxi-out time’ means the estimated time between off-block and take off. This estimate includes any delay buffer time at the holding point or remote de-icing prior to take off; (c) this indicator covers all IFR flights and all ATFM delay causes, excluding exceptional events; (d) this indicator is calculated for the whole calendar year and for each year of the reference period. 3.2. Indicators for monitoring (a) The average time, expressed in minutes, of arrival ATFM delay per flight attributable to terminal and airport air navigation services and caused by landing restrictions at the destination airport, calculated as follows: (i) this indicator is the average generated arrival ATFM delay per inbound IFR flight; (ii) this indicator includes all IFR flights landing at the destination airport and covers all ATFM delay causes, excluding exceptional events; (iii) this indicator is calculated for the whole calendar year and for each year of the reference period. (b) The percentage of flights with *en route* ATFM delay greater than 15 minutes, calculated as below: (i) *en route* ATFM delay calculated in accordance with point 3.1(a); (ii) this indicator covers all IFR flights and all ATFM delay causes, excluding exceptional events; (iii) this indicator is calculated for the whole calendar year and for each year of the reference period. (c) The average time, expressed in minutes, of all cause-departure delay per flight, calculated as follows: (i) this indicator is the average delay attributable to: — delays due to airline operations; — *en route* ATFM delay reported by airspace users; — reactionary (knock-on) delay; — airport operations delay, including ATFM airport delay reported by airspace users caused by regulation based on traffic volume which has a reference location classified as Aerodrome Zone or Aerodrome; (ii) this indicator covers all IFR flights and is calculated for the whole calendar year and for each year of the reference period. 4. COST-EFFICIENCY 4.1. Key performance indicators The year-on-year change of the average Union-wide ‘determined unit cost’ (DUC) for *en route* air navigation services, calculated as follows: (a) this indicator is expressed as a percentage, reflecting the year-on-year variation of the average Union-wide DUC for *en route* air navigation services, starting from the baseline value referred to in point (a) of Article 9(4); (b) this indicator is calculated for the whole calendar year and for each year of the reference period; (c) the average Union-wide DUC for *en route* air navigation services is the ratio between the *en route* determined costs and the *en route* forecast traffic, expressed in *en-route* service units, expected during each year of the reference period at Union level, as contained in the Commission's assumptions for establishing the Union-wide performance targets in accordance with Article 9(3); (d) the average Union-wide DUC for *en route* air navigation services is calculated in euro and in real terms. 4.2. Indicators for monitoring The actual unit cost incurred by users separately for *en route* and terminal air navigation services at Union level, calculated as follows: (a) this indicator is calculated for the whole calendar year and for each year of the reference period as the weighted average of the sum of the DUC for each Member State for air navigation services and of the adjustments in accordance with Article 25(2) stemming from that year; (b) this indicator is expressed in euro and in nominal terms. SECTION 2 — KPIs for target setting at local level and indicators for monitoring at local level 1. SAFETY 1.1. Key performance indicator The level of the effectiveness of safety management in accordance with point 1.1 of Section 1. For the purposes of this indicator, ‘local’ means at the level of air navigation service providers. 1.2. Indicators for monitoring (a) The rate of runway incursions at airports located in a Member State, calculated as the total number of runway incursions with a safety impact that occurred at those airports divided by the total number of IFR and VFR movements at those airports. (b) The rate of separation minima infringements within the airspace of all controlling air traffic services units in a Member State, calculated as the total number of separation minima infringements with a safety impact that occurred in that airspace divided by the total number of controlled flight hours within that airspace. (c) The rate of runway incursions at an airport calculated as the total number of runway incursions with any contribution from air traffic services or CNS services with a safety impact that occurred at that airport divided by the total number of IFR and VFR movements at that airport. (d) The rate of separation minima infringements within the airspace where the air navigation service provider provides air traffic services, calculated as the total number of separation minima infringements with any contribution from air traffic services, or CNS services with a safety impact divided by the total number of controlled flight hours within that airspace. (e) Where automated safety data recording systems are implemented, the use of these systems by the air navigation service providers, as a component of their safety risk management framework, for the purposes of gathering, storing and near-real time analyses of data related to, as a minimum, separation minima infringements and runway incursions. The indicators for monitoring referred to in this point shall be calculated for the whole calendar year and for each year of the reference period. For the purposes of the indicators set out in points (a) and (c), ‘local’ means at airport level. For the purposes of the indicator set out in point (b), ‘local’ means at national level. For the purposes of the indicator set out in point (d), ‘local’ means the level of air navigation service providers. 2. ENVIRONMENT 2.1. Key performance indicator The average horizontal *en route* flight efficiency of the actual trajectory, calculated as follows: (a) this indicator is the comparison between the length of the *en route* part of the actual trajectory derived from surveillance data and the achieved distance, summed over IFR flights within or traversing the local airspace; (b) ‘*en route* part’ refers to the distance flown outside a circle of 40NM around the origin and destination airports; (c) where a flight departs from or arrives at an airport outside the local airspace, the entry or exit points of the local airspace are used for the calculation of this indicator; (d) where a flight departs from and arrives at an airport inside the local airspace and crosses a non-local airspace, only the part inside the local airspace is used for the calculation of this indicator; (e) ‘achieved distance’ is a function of the position of the entry and exit points of the flight into and out of the local airspace. Achieved distance represents the contribution that those points make to the great circle distance between origin and destination of the flight; (f) for the purposes of this indicator, ‘local’ means at national level or at the level of functional airspace blocks, depending on the level at which the performance plan is established; (g) the indicator is calculated for the whole calendar year and for each year of the reference period, as an average. When calculating this average, the ten highest daily values and the ten lowest daily values are excluded from the calculation. 2.2. Indicators for monitoring (a) The average horizontal *en route* flight efficiency of the last filed flight plan trajectory, calculated at local level as follows: (i) the difference between the length of the *en route* part of the last filed flight plan trajectory and the corresponding portion of the great circle distance, summed over all IFR flights within or traversing the local airspace; (ii) ‘*en route* part’ refers to the distance flown outside a circle of 40 NM around the airports; (iii) where a flight departs from or arrives at an airport outside the local airspace, the entry or exit points of the local airspace are used for the calculation of this indicator; (iv) where a flight departs from and arrives at an airport inside the local airspace and crosses a non-local airspace, only the part inside the local airspace is used for the calculation of this indicator; (v) the indicator is calculated for the whole calendar year and for each year of the reference period, as an average. When calculating this average, the ten highest daily values and the ten lowest daily values are excluded from the calculation. (b) The average horizontal *en route* flight efficiency of the shortest constrained trajectory, calculated at local level as follows. (i) the indicator is the difference between the length of the *en route* part of the shortest constrained route available for flight planning, as calculated by the path finding algorithms and flight plan validation systems of the Network Manager, and the achieved distance summed over all IFR flights within or traversing the local airspace; (ii) this indicator considers the airspace restrictions published in the Route Availability Document issued by the Network Manager and the actual status of conditional routes at the time of the last filed flight plan; (iii) ‘*en route* part’ refers to the part outside a circle of 40NM around the origin and destination airports; (iv) where a flight departs from or arrives at an airport outside the local airspace, the entry or exit points of the local airspace are used for the calculation of this indicator; (v) where a flight departs from and arrives at an airport inside the local airspace and crosses a non-local airspace, only the part inside the local airspace is used for the calculation of this indicator; (vi) ‘achieved distance’ is a function of the position of the entry and exit points of the flight into and out of the local airspace. Achieved distance represents the contribution that those points make to the great circle distance between origin and destination of the flight. (vii) the indicator is calculated for the whole calendar year and for each year of the reference period, as an average. When calculating this average, the ten highest daily values and the ten lowest daily values are excluded from the calculation. (c) The additional time in the taxi-out phase, calculated at local level as follows: (i) this indicator is the difference between the actual taxi-out time and the unimpeded taxi-out time; (ii) the unimpeded taxi-out time is the taxi-out time in non-congested periods of low traffic at an airport; (iii) this indicator is expressed in minutes per departure, calculated for the whole calendar year and for each year of the reference period. (d) The additional time in terminal airspace, calculated at local level as follows: (i) this indicator is the difference between the Arrival Sequencing and Metering Area (ASMA) transit time and the unimpeded time based on ASMA transit times; (ii) the unimpeded time based on ASMA transit times is determined for each group of flights with the same parameters, which are aircraft class, ASMA entry sector and arrival runway, and represents the transit time in non-congested periods of low traffic; (iii) this indicator is expressed in minutes per arrival calculated for the whole calendar year and for each year of the reference period; (iv) the ASMA is defined as a cylinder with a radius of 40 NM around the arrival airport. (e) The share of arrivals applying Continuous Descent Operation (CDO), calculated at local level as follows: (i) this indicator is the ratio between the total number of arrivals performing a CDO from a reference point at a height above ground, defined by the national supervisory authority, and the total number of arrival operations; (ii) this indicator is expressed as a percentage, calculated for the whole calendar year and for each year of the reference period. (f) The effective use of reserved or segregated local airspace, calculated in accordance with point 2.2(c) of Section 1. (g) The rate of planning via available local airspace structures, calculated in accordance with point 2.2(d) of Section 1. (h) The rate of using available local airspace structures, calculated in accordance with point 2.2(e) of Section 1. (i) For the purposes of the indicators set out in points (a) and (b), ‘local’ means at national level or at the level of functional airspace blocks depending on the level at which the performance plan is established, including cases of delegation of the responsibility for the provision of air traffic services as a result of collaborative cross-border arrangements. For the purposes of the indicators set out in points (c) and (d), ‘local’ means at airport level with a minimum of 80 000 IFR air transport movements per year. For the purposes of the indicator set out in point (e), ‘local’ means at airport level. For the purposes of the indicators set out in points (f) to (h), ‘local’ means at national level with a breakdown at the level of area control centres' area of responsibility, including cases of delegation of the responsibility for the provision of air traffic services as a result of collaborative cross-border arrangements. 3. CAPACITY 3.1. Key performance indicators (a) The average minutes of *en route* ATFM delay per flight attributable to air navigation services, calculated as follows: (i) the *en route* ATFM delay, calculated in accordance with point 3.1(a) of Section 1; (ii) this indicator covers all IFR flights traversing the local airspace and all ATFM delay causes, excluding exceptional events; it also covers IFR flights traversing other airspaces, when delay corrections are applied as a result of the post-operations delay adjustment process coordinated by the Network Manager through which operational stakeholders notify the Network Manager of issues that relate to ATFM delay measurement, classification and assignment; (iii) this indicator is calculated for the whole calendar year and for each year of the reference period; (iv) for the purposes of this indicator, ‘local’ means at national level or at the level of functional airspace blocks depending on the level at which the performance plan is established; (v) for monitoring, the values calculated for this indicator are broken down at national level in case the performance plan is established at functional airspace block level, including cases of delegation of the responsibility for the provision of air traffic services as a result of collaborative cross-border arrangements. (b) The average time, expressed in minutes, of arrival ATFM delay per flight attributable to terminal and airport air navigation services, calculated at local level as follows: (i) this indicator is the average arrival delay at the destination airport caused by ATFM regulations per inbound IFR flight; (ii) this indicator covers all IFR flights landing at the destination airport and all ATFM delay causes, excluding exceptional events; (iii) this indicator is calculated for the whole calendar year and for each year of the reference period. (iv) for the purposes of this indicator, ‘local’ means at national level. (v) for monitoring, the values calculated for this indicator are broken down at airport level. 3.2. Indicators for monitoring (a) The percentage of IFR flights adhering to their ATFM departure slots at local level calculated for the whole calendar year and for each year of the reference period. (b) The average minutes of air traffic control pre-departure delay per flight caused by take-off restrictions at the departure airport, calculated at local level as follows: (i) this indicator is the average air traffic control pre-departure delay per outbound IFR flight; (ii) this indicator includes all IFR flights taking off at the departure airport and covers delays in start-up caused by air traffic control constraints when the aircraft is ready to leave the departure stand; (iii) this indicator is calculated for the whole calendar year and for each year of the reference period. (c) The average time, expressed in minutes, of departure delay from all causes per flight, calculated at local level in accordance with point 3.2(c) of Section 1. (d) For the purpose of the indicator set out in point (a), ‘local’ means at national level with a breakdown at airport level. For the purposes of the indicator set out in points (b) and (c), ‘local’ means at airport level for airports with 80 000 IFR air transport movements or more per year. 4. COST-EFFICIENCY 4.1. Key performance indicators (a) The DUC for *en route* air navigation services, calculated as follows: (i) this indicator is the ratio between the *en route* determined costs and the forecast traffic in the charging zone, expressed in *en route* service units, expected during each year of the reference period at local level, contained in the performance plans; (ii) this indicator is expressed in real terms and in national currency; (iii) this indicator is provided calculated for the whole calendar year and for each year of the reference period. (b) The DUC for terminal air navigation services, calculated as follows: (i) this indicator is the ratio between the determined costs and the forecast traffic, expressed in terminal service units, expected during each year of the reference period at local level, contained in the performance plans; (ii) this indicator is expressed in real terms and in national currency; (iii) this indicator is calculated for the whole calendar year and for each year of the reference period. (c) For the purposes of the indicators set out in points (a) and (b), ‘local’ means at charging zone level. 4.2. Indicator for monitoring The actual unit cost incurred by users separately for *en route* and terminal air navigation services, calculated as follows: (a) this indicator is calculated for the whole calendar year and for each year of the reference period as the sum of the DUC for air navigation services and of the adjustments in accordance with Article 25(2) stemming from that year; (b) this indicator is expressed in nominal terms and in national currency. SECTION 3 — KPIs for target setting and indicators for monitoring of the network functions 1. All the indicators set out in this section shall apply to the geographic area within the scope of this Regulation. 2. SAFETY 2.1. Key performance indicators The level of the effectiveness of safety management of the Network Manager in accordance with point 1.1 of Section 1. 2.2. Indicators for monitoring The ATFM over-deliveries above the capacity limits of a sector declared by the air navigation service provider where ATFM regulations are imposed, calculated as follows: (a) the ratio between the time that the number of flights exceeds by more than 10 % the capacity limits of a sector declared by the air navigation service provider where ATFM regulations are imposed, and the total time where ATFM regulations are imposed, calculated for the whole calendar year and for each year of the reference period; (b) for the purposes of this indicator, the regulated time is divided in overlapping hourly slices at every 20-minutes interval. 3. ENVIRONMENT 3.1. Key performance indicators The *en route* flight efficiency improvement generated by the European Route Network Design function related to the last filed flight plan trajectory, expressed as a percentage point of the year-on-year variation of the *en route* flight efficiency of the last filed flight plan trajectory and calculated in accordance with point 2.2(a) of Section 1. 4. CAPACITY 4.1. Key performance indicators (a) The percentage of *en route* ATFM delay savings from the Cooperative Decision-Making network procedures and Network Manager Operations Centre actions, over the total year-on-year *en route* ATFM delay savings, where *en route* ATFM delay is calculated in accordance with point 3.1 of Section 1. (b) The percentage of arrival ATFM delay savings from the Cooperative Decision-Making network procedures and Network Manager Operations Centre actions, over the total arrival ATFM delay savings, where arrival ATFM delay is calculated in accordance with point 3.2(a) of Section 1. 4.2. Indicators for monitoring (a) The annual percentage of IFR flights with ATFM delay above 15 minutes. (b) The average, over a calendar year, of the daily number of ATFM regulations that each produces less than 200 minutes of delay. (c) The average, over a calendar year, of *en route* ATFM weekend delay expressed in minutes of delay per flight. (d) The annual percentage of first rotation delay due to capacity and staffing for a pre-selection of area control centers/airports with the most significant potential delay reduction as identified annually by the Network Manager. (e) The effective use of reserved or segregated airspace, calculated in accordance with point 2.2(c) of Section 1. (f) The rate of planning via available airspace structures, calculated in accordance with point 2.2(d) of Section 1. (g) The rate of using available airspace structures, calculated in accordance with point 2.2(e) of Section 1. 5. COST-EFFICIENCY 5.1. Indicators for monitoring The unit cost for the execution of the tasks of the Network Manager, calculated as follows: (a) this indicator is the ratio between the actual costs for the execution of the tasks of the Network Manager and the *en route* traffic, expressed in *en route* service units, during the reference period, at the level of the geographical area where the Network Manager performs its tasks necessary for the execution of the network functions; (b) this indicator is expressed in euro and in real terms; (c) this indicator is calculated for the whole calendar year and for each year of the reference period.