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Gaining altitude Annual Report 2015
Introduction 1
Foreword 2
Johan Decuyper, Chief Executive Officer 2
Renaud Lorand, Chairman of the Board of Directors 4
Activity report 2015 6
contents
Facts & figures 2015 8
Mission, Vision, Strategy 9
Performances 2015 10
Towards ever more efficiency 11
Movements - Growth for the 2nd year running 12
Interview - Léon Verhallen, Brussels Airport 14
Safety - To garantee safety 15
Interview - Aliénor de Vareilles and Etienne Paquay, Belgocontrol 18
Capacity - The en-route delay affected by the 27 May incident 19
Interview - Youcha Mackelbert, Belgocontrol 22
Environment - Sustainable efficiency 23
Interview - Pieter Steurbaut and Michaël Sanczuk, Brussels Airlines 26
Cost-efficiency - Challenging charging scheme 27
Strategy 2015 30
Heading for a new Belgocontrol 30
Annual report 2015 40
Corporate governance 42
Management Report of the Board of Directors 46
Report of the Board of Auditors 52
Annual accounts 2015 54
Glossary 62
introduction
Belgocontrol is an autonomous public Belgocontrol offers a panoply of other As a provider of integrated services,
company, created in 1998, with the main services which are essential to a safe control Belgocontrol plays a driving role in the
mission to guarantee the safety of air and management of air traffic, such as aeronautical sector and positions itself
navigation, passengers and overflown accurate, reliable and real-time aeronautical internationally as an expert, totally in step
population in the civil airspace for which and meteorological information. Belgocontrol with the Single European Sky philosophy.
Belgium is responsible and which is one of is responsible for managing all communica- The restructuring of the European airspace
the most complex in Europe. Belgocontrol tion, navigation and surveillance systems vital into Functional Airspace Blocks (FAB), in which
combines its mission of public service with to its own activity and that of its customers: the European member States are involved, is
the high quality of its service provision by airlines and other airspace users, the Belgian one of the most visible results of the Single
cutting costs, optimizing capacity, flow and airports and public authorities. The company European Sky regulations. Belgocontrol,
punctuality of air traffic, and by supporting also offers training and consultancy services with its counterparts in Germany, France,
sustainable development to air navigation. to external customers. Luxembourg, the Netherlands and
Switzerland created the FABEC (FAB Europe
Its zone of activities extends from ground Central), a common Functional Airspace Block
level - the control of movements at Brussels which aims to improve efficiency of air navi-
Airport and the airports of Antwerp, Charleroi, gation in the heart of Europe.
Liege and Ostend - to flight level 245 (7,500
metres) for Belgium and between the flight
levels 145/165 and 245 for the Grand Duchy
of Luxembourg. The sectors above flight
level 245 fall within the competence of the 1
EUROCONTROL centre in Maastricht (the
Netherlands), to which Belgium has delegat-
ed air traffic control for its upper airspace.
Belgocontrol • Annual Report 2015
foreword
Five questions
for Johan Decuyper
Chief Executive Officer
2 How would you concisely necessary for the further improvement of our
summarize 2015? operations. Needless to say we first focused on
repairing and improving the installations con-
Last year will always remain in our memories as cerned. However we have also refined our crisis
the year of the power failure, which took place procedures to allow us to react more effectively
on 27 May. Yet, although it was regrettable, in this type of emergency situation. We have also
I do in fact also remember the positive side of the mapped out possible single points of failure in
incident in particular. On that day we managed our organisation, to minimise the risk or impact
to carry out our core task in extremely difficult of incidents in the future. In this way we have
circumstances, namely we succeeded in guar- turned an issue into an opportunity, helping
anteeing the safety of air traffic. I can only praise the organisation to emerge as stronger.
the way our staff reacted. Their commitment
to helping people at that moment was really
amazing. Not only that, it also became very Of which accomplishments are
clear that we have the necessary knowledge Belgocontrol particularly proud
and experience in-house to deal with such a in 2015?
crisis.
I was bold enough to answer that one in June
Since then we have used the power failure as already, but my expectations turned out to be
an opportunity to get a number of processes up right: Belgocontrol ended the year with positive Johan Decuyper
and running or in place more quickly, which are results. This was the first time since 2008. Chief Executive Officer
Chief Executive Officer
message of Johan Decuyper,
Which developments in control in our country and all across Europe.
the aviation sector affect We have dropped our previously defensive
Belgocontrol’s future? attitude in this regard and are now participating
in consideration of how this airspace is best
In domestic terms my first thoughts go to organised, not forgetting the interests of Belgian
Safety is and remains our top priority. In addition we also aim to the collaboration between Belgocontrol and air traffic as a whole.
focus on everything that helps to guarantee service continuity so Defence Ministry. The business case, which was
that we can keep on providing the services that are expected, even developed in 2015, clearly shows that there are
when there are problems. many advantages to working more closely and Which objective must
to having a joint location on one site. This not Belgocontrol certainly achieve
Belgocontrol scores very well in terms of cost-efficiency and we only has benefits in the areas of logistics and in 2016?
want that to remain so. personnel but also and particularly in more
efficient use of Belgian airspace, which in the Belgocontrol scores very well in terms of cost-
end is in our customers’ interest. efficiency and we want that to remain so. If we
keep on going as we are we will be the cheapest
On an international level we continue collab- ANSP within FABEC by 2019, with an en-route
orating on a SingleEuropean airspace. This will unit rate of 57.71 €. That is nearly 4 € better than
determine the future of air traffic and air traffic in 2015.
This marks an end to the difficult financial and in 2016 we will also be reinforcing our team 3
period we have endured for some time now. where necessary.
This result is largely thanks to the third
management contract. Belgocontrol is now What does Belgocontrol plan
paid appropriately for the services it provides, to focus on in 2016?
which includes regional airports. Of course this
is in return for a commitment which we met in Safety is and remains our top priority. In addition
2015 and are sure to continue meeting in the we also aim to focus on everything that helps to
future. We continue to make efforts to improve guarantee service continuity so that we can
our services. keep on providing the services that are expected,
even when there are problems. We did a lot of
Our financial difficulties meant that over the work on this last year, but it seems that our
past years investments had to be strictly limited customers sometimes expect even more of us
to the necessities, in other words everything to than is strictly stipulated in our management
Belgocontrol • Annual Report 2015
do with safety. On the other hand we had to contract. We plan to get together with them
keep making savings in our operational and and look at how we can meet their expectations,
personnel costs. From now on Belgocontrol can taking into account the relevant terms, both
invest sensibly in materials and people. Last year operational and financial. This is a very
we already recruited 43 new members of staff, fundamental exercise which is currently
including 13 candidates air traffic controllers, underway.
foreword
Five questions
for Renaud Lorand
Chairman of the Board of Directors
4 How would you describe And we want this to continue.
2015?
In this way we also want to have a say in
Beyond the return to a financial equilibrium, the public debate about matters such as the
2015 was marked by an increased awareness utilisation of runways and flight paths: by
of Belgocontrol’s social role. Belgocontrol has objectively providing our scientific knowledge to
always done its work properly by providing all parties concerned. Our role in the debate is
the services expected from it. To this end, our to inform and advice, but never to decide. Based
teams have a unique expertise and knowledge on the decision we will then act accordingly,
in the field of air traffic management in Belgian focused on our primordial role: to guarantee the
airspace, which we can utilise to the full. safety, capacity and efficiency of air traffic.
Belgocontrol delivers high quality work, as is
shown once again in our activity indicators.
Of which accomplishments are
Now, we want to go beyond the call of duty and Belgocontrol particularly proud
we intend to communicate more openly about in 2015?
what we do. This will in particular clear up lots
of misunderstandings. The launch of the website If we ignore for a moment the power failure that
batc.be and our successful participation occured in May, all operational indicators in the
Renaud Lorand for the first time in Open Bedrijvendag (business annual report were positive. The power failure
Chairman of the Board of Directors open day) are examples of this new transparency. obviously had a major impact on delays in 2015.
message of Renaud Lorand,
Chairman of the Board of Directors
Which developments in Which objective must
the aviation sector determine Belgocontrol certainly achieve
the future of Belgocontrol? in 2016?
Month after month we see the latest growth The environment remains a focus area: how
Now, we also communicate more openly about what we do, figures from Belgian airports and airline compa- can we reconcile our sector’s economic interests
which clears up lots of misunderstandings. nies. The entire sector is on the up: it overcomes with the quality of our living environment.
challenges and adversity and this is to everyone’s Belgocontrol always gets involved with projects
Without losing sight of the other elements we should certainly give advantage. Although an increase in passengers aimed at finding solutions in this domain.
special attention to the customer focus in 2016. In return for the does not mean more air movements – aircraft We will also continue to be an enthusiastic
correct remuneration we are more than ever keen and willing to are larger and better filled – Belgocontrol has supporter of all those who take initiatives in
meet our commitments towards our customers. a part to play in that positive scenario. A safe this area and we will also take our own
airspace and efficient traffic attract even more initiatives.
customers. We wish to continue working on that
challenge together with all other players in the
Belgian air traffic sector.
However, without that incident the result was What does Belgocontrol plan 5
extremely positive. Clearly we need to avoid such to focus on in 2016?
incidents as much as we can in the future. Indeed
we have already taken all the necessary steps. Last year the importance of Belgocontrol in the
Belgian air traffic sector became very clear, even
But the rest of the positive results demonstrate if it was during the unfortunate power failure.
that we are performing very well in our tasks. We are fully aware of the role we play in the
Our common daily goal is to continue such whole picture. An air traffic sector that performs
operations, and make improvements wherever well is a crucial part of the country’s economy.
possible. Belgocontrol is a part of this upon which other
partners rely. We want to deserve their trust and
We can say that the new company strategy – work together on extending the air traffic sector
focused on results and the customer, a proactive in our country and within the international context.
approach, a positive focus, flexibility – is paying
off. We must continue to use this as a guide and We are not frightened of all the heavy com-
Belgocontrol • Annual Report 2015
develop each aspect further. Without losing petition in the industry – including air traffic
sight of the other elements we should certainly control. We know, now more than ever, that we
give special attention to the customer focus have the people and the know-how in-house to
in 2016. In return for the correct remuneration remain strong. Not only that, but from now on
we are more than ever keen and willing to meet we also have the means to make the necessary
our commitments towards our customers. investments.
activity report 2015
activity report 2015
7
Facts & figures 2015 8
Mission, Vision, Strategy 9
Performances 2015 10
Movements 12
Safety 15
Capacity 19
Environment 23
Belgocontrol • Annual Report 2015
Cost-efficiency 27
Strategy 2015 30
Heading for a new Belgocontrol 30
activity report 2015
Facts & figures 2015
minute average ATFM
0.06
Evolution of the number of movements Evolution of the number of severe incidents
controlled by Belgocontrol A (severe) and B (major)
arrival delay per flight
1400000 25
at Brussels Airport
1240000 20
movements +3.98%
1,083,128
3
controlled by 1080000 15
Belgocontrol 10
920000
760000 5
24.7 millions €
the first significant
positive result 600000 0
since 2008 2008 2009 2010 2011 2012 2013 2014 2015 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15
■A ■B
1,083,128 movements were controlled by Belgocontrol in 2015, or 3.98 % Without equalling the 2014 record, Belgocontrol registered a very good
more than in 2014. performance with 5 incidents per million movements.
Evolution
30 of average ATFM en-route delay per flight 700000
generated by Belgocontrol Reduction of the Determined Unit Cost (DUC) (2015-2019) Evolution of the number of employees
600000
of the en-route service
25
Average ATFM en-route delay per flight (in minutes)
8 0.24 68 -12.4% 950
930
20 0.20 500000 Number of en-route movements 66 65.90 -2.6% p.a. 919
Number of employees as at 31 dec
64 900
0.17 0.17 400000 Determined Unit Cost in €
0.15 868
15 0.14 0.14 0.14 0.14 62 61.79
0.13 60.95 850
300000 60 60.04 829
10 58.74 797
0.08 200000 58 57.71 800 787
0.08
56
5 0.04 0.07 750
0.03 0.03 0.03 100000 54
0.02 0.02
0.01
0 0.00 0 52 700
2008 2009 2010 2011 2012 2013 2014 2015 2014 2015 2016 2017 2018 2019 2010 2011 2012 2013 2014 2015
■■ KPI - All causes combined ■ Target: all causes combined Reduction of the Determined United Cost (DUC) of the en-route service in real
■■ KPI - CRSTMP causes ■ Target CRSTMP causes terms (2009) proposed by Belgium and Luxembourg in the finance section of
Traffic its performance plan submitted to the European Commission.
Without the impact of the power failure of 27 May 2015 Belgocontrol would have achieved
the target of average en-route delay reduction per flight by 0.05 minute
batc.be Cooperation with 27/05 New version of the
Belgocontrol and Brussels Airport Company put the Defence An electrical problem air traffic control
website batc.be on line, offering transparent data on the Signature of a framework paralyses air traffic software
FEBRUARY
current and expected use of runways, the trajectory taken agreement with Defence above Belgium for After several years of
by aircraft around the airport and all useful information on and DGCA with a view to several hours. Once development, a new
the management of arrivals and departures. integrating the Aeronautical the problem resolved, version of the software
Information Publication immediate action is used to process flight
APRIL
JUNE
Air traffic controller recruitment: (AIP) Office and publishing taken to implement a plans (Eurocat Version IV)
MAY
Launching of the new air traffic controller recruitment a common Civil and Military structural continuity is installed in the CANAC
procedure. 3.700 applicants attended the selection AIP. management system. 2 approach and en-route
procedure. control centre.mission vision strategy
Mission Vision Strategy
“ Belgocontrol is responsible for the The air traffic control sector in Europe is constantly evolving in economic, technological and In order to deliver its vision, Belgocontrol
safety, efficiency, capacity and punctuality operational terms. Belgocontrol wishes to anticipate these evolutions proactively and shape wants to have its services evolve quickly
of the overflying and approaching air the air traffic control environment of tomorrow by achieving the following vision: in consultation with its customers by
traffic. Belgocontrol also manages air “ Belgocontrol wants to continue playing an important role in air traffic in the heart of establishing a threefold strategy:
traffic movements at the five Belgian the European airspace and for the Belgian airports, thanks to a high-performing and
public airports. ” innovative service provision in consultation with its stakeholders. ” 1) Solid partnerships: actively develop
partnerships with the other air traffic actors
Through this vision, Belgocontrol expresses its wish to be the privileged partner of airspace in Belgium and Europe.
users and airports by providing them with high-quality, high-performance and innovative 2) Reliable and efficient service provision:
services. develop new working means and methods
focussing on innovation, proactivity, taking
responsibility and transparency.
3) A more flexible and participative
organisation: develop together a work
environment in which everyone can
ANTWERP give the best of themselves, where the 9
OSTEND
emphasis is on personal development,
BRUSSELS and where employees take pride in their
LIEGE company.
CHARLEROI For this strategy to succeed, Belgocontrol
will need every employee to commit and
contribute to it.
Airspace (≤ FL245) above Belgium and the
Grand-Duchy of Luxembourg.
Belgocontrol • Annual Report 2015
New landing systems at Liege Airport Reorganisation of Synergy between Defence and Belgocontrol
Order of new instrument Landing Systems (ILS) for runways 05R/25L at Belgocontrol Finalisation of the strategic study on the implementation of
SEPTEMBER
Liege Airport, to allow for landing even in reduced visibility conditions. with the creation of a synergies between Defence and Belgocontrol as regards air
DECEMBER
Directorate General Program traffic control.
OCTOBER
Security strengthened at Charleroi Airport & Project Delivery and an
An agreement has been signed between Belgocontrol, SOWAER (the airspace management cell, New approach procedure for Antwerp Airport
Walloon Airport Company), Charleroi Airport and the Walloon Regional ‘Airspace, Procedure Design Implementation of a first Required Navigation performance-
Council to install an advanced surface, movement guidance and control and Environment’. based approach procedure (RNP - Required Navigation
system (A-SMGCS) at Charleroi Airport. This system will be used to guide Performance) in Belgium. This technique enables satellite
pilots on the airport’s taxiways in all visibility conditions. data to be used to ensure far more precise navigation.efficiency towards ever more efficiency
performances 2015
Towards ever
more efficiency
The year 2015 posed new challenges
to Belgocontrol: it will have to meet the
new European performance indicators
included in the FABEC performance plan
by 2019 and implement its strategy to
optimise its services. 2015 will also be
remembered for the power failure which
took place on 27 May, disrupting air traffic
in Belgian airspace. This event created
a real awareness, which has lead to a 11
significant change in the way services
and their continuity are approached.
Belgocontrol is prepared to address the
challenges, having the means to make the
necessary investments, and to continue
implementing its strategy focused on its
customers, its mission and the quality
of service provided, towards ever more
Belgocontrol • Annual Report 2015
efficiency.activity report 2015
just before the economic crisis took its toll on Uneven growth in regional airports
movements air traffic, with a difference of just 2.8%.
This gap should close entirely in 2016. In 2015, regional air traffic increased by +2.5%
According to forecasts made by across the 4 airports - Antwerp, Charleroi,
EUROCONTROL, the recovery should Liege and Ostend – achieving a grand total
continue, all be it with a light deceleration, of 274,736 movements compared to 268,001
in the coming years. the year before.
Brussels Airport continues to climb The positive trend witnessed in 2015 is
different from what has been observed in
The traffic at Brussels Airport continued to previous years: the airports of Antwerp and
climb in 2015 with a growth in traffic volumes Ostend are growing while those in Liege and
of +3.38% compared to 2014. Here, air traffic Charleroi are in decline. This applies to both
controllers at Belgocontrol managed IFR traffic (commercial aviation) and VFR
239,349 movements compared to 231,528 traffic (general aviation). Antwerp has
Growth for
the year before. This progression in the recorded the most significant growth
number of movements over two years is rates (+11.67%) in particular with regard to
the result of growing competition between commercial traffic (+26.66%). Ostend is also
the 2nd year running
the airlines, particularly low cost, new performing well (+8.60%) with an increase
connections that have been added and the of 19.08% in IFR traffic. This good perfor-
12 development of Brussels Airport as the ‘hub’ mance, generated by commercial traffic
of Star Alliance. in particular, is due to the fact that Belgian
companies like JetairFly and Thomas Cook
Apart from an upturn in 2011, the number of have extended their offer at these airports.
In 2015, Belgocontrol managed a total of 1,083,128 movements, representing an movements had been in continuous decline
increase of +3.98% compared to traffic recorded in 2014. This growth is nearly twice ever since 2008. The volumes in traffic now On the other hand, Liege and Charleroi
the level recorded in 2014. The main driver has been the control centre CANAC 2 seem to be growing more sustainably and are both in decline at -3.09% and -2.38%
with an increase of +4.97% compared to 2014. Brussels Airport also increased nicely are approaching the levels achieved in 2008, respectively. This decline is particularly due
with +3.38% compared to the year before. The regional airports returned to growth, before the economic crisis affected air traffic. to VFR traffic, as the commercial traffic at
achieving combined levels of +2.5%. these airports has little impact on these
The number of flights is now following the figures (-0.91% and -0.97%). In 2015, the
upward trend in the number of passengers, IFR traffic at these airports had been very
In 2015, the air traffic control centre CANAC 2, This growth in traffic managed by CANAC 2 although progression is not at a comparable variable, with ups and down in traffic from
which monitors the approach and en-route is far greater than the average growth levels rate. With 23.4 million passengers in 2015, one month to the next.
air traffic up to flight level 245, controlled recorded in FABEC’s control centres, which Brussels Airport has now set a new frequency
569,043 movements, which is a remarkable are at +2.48%. record. The number of passengers has grown In traffic terms, Charleroi remains the most
increase of +4.97% compared to 2014. The by +7.0% compared to 2014. important regional airport with 91,496
growth was positive throughout the year This second consecutive year of growth is a movements in 2015 (IFR and VFR combined),
with some peaks (>5%) in the months of stronger sign of the comeback of air traffic. Looking at the year in more detail, the month followed by Liege (64,520), Antwerp (62,889)
June, July and August and some records in The volumes in air traffic managed by of May was the only one with a light decline and Ostend (55,831).
November (+8.11%) and December (+9.58%). CANAC 2 are close to levels achieved in 2008, in terms of movements (-0.37%).performances 2015
Growth within FABEC This is somewhat different to growth in the is showing by far the biggest increase of Munich on the other hand is positive (+0.8%).
airspace managed by LVNL (Netherlands) all FABEC’s major airports (those present Zurich remained the only Swiss airport in
In 2015 FABEC witnessed a grand total of (+3.10%) and also the MUAC centre in in the top 20 of 41 member countries of Europe’s top 20 in 2015 and was rather stable
5,612,328 flights, representing an increase Maastricht (+2.48%), which manages the EUROCONTROL). This is followed by the compared to 2014 (+0.3%). Despite a status
of 1.81% compared to 2014. upper airspace (above 24,500 feet) in Netherlands’ main airport, Schiphol, which quo in terms of traffic levels (+0.2%), Geneva
Belgium-Luxembourg, the Netherlands and is growing by +2.9%. FABEC’s most popular decreased to 21st place in the European top.
On a country basis, traffic volumes in the North-East of Germany. This means that airport, Paris Charles De Gaulle, is evolving
overflight are growing everywhere, as was the most sustained growth (+4.97%) is from slightly with +0.9%. The second airport in The average annual growth rate forecast by
the case in 2014. Once again the smallest the airspace controlled by Belgocontrol. Paris, Orly, is growing a little stronger at EUROCONTROL until 2021 in FABEC is +1.9%.
increase was in Germany (+1.64%), closely +1.4%. Two out of the three German airports
followed by both France (+1.65%) and When it comes to airport traffic it is Brussels in the European top 20 are in slight decline
Switzerland (+1.69%). Airport, with its growth rate of +3.38%, that (Frankfurt -0.2% and Dusseldorf -0.3%).
CANAC 2 - Movements (in thousands) Regional airports - Movements (in thousands)
600 400
3
+4.97%
550 350
500
569,043 300 +2.5%
13
3
450 250 274,736
400 200
2003 04 05 06 07 08 09 10 11 12 13 14 15 2003 04 05 06 07 08 09 10 11 12 13 14 15
Brussels Airport - Movements (in thousands) Regional airports - Movements IFR (in thousands)
300 70
60
+19.08% +26.66% -0.91% -0.97%
275 50
Belgocontrol • Annual Report 2015
+3.38% 40
250
3
30
20
225
10
200
239,349 0
2003 04 05 06 07 08 09 10 11 12 13 14 15 OSTEND ANTWERP CHARLEROI LIEGE
■ 2014 ■ 2015
30
25
20activity report 2015
Interview Thereafter, we offer them a simulation of costs, that Belgocontrol is not sufficiently present in
which not only includes the airport charges, its relations with customers. For example, every
Léon but also those demanded by air traffic control,
and Belgocontrol has very attractive rates!
three months, an important meeting is held -
the AOC (Airline Operators Committee) and BAR
Verhallen The reduced costs of Brussels Airport and
Belgocontrol allow us to offer a very beneficial
package to airlines.
(Board of Airline Representatives) attended by
both the operational and commercial managers
of the airlines, handling companies, airport etc.
Head of Aviation Marketing,
Brussels Airport
When we then add the quality of the airport The airport development projects are presented
services, handling services and air traffic there, like the Connector, or the runway
Click here for
the interview control offered by Belgocontrol, Brussels Airport renovation works. This means that everyone
becomes truly competitive. Belgocontrol is an knows what’s going on and can act accordingly.
asset in attracting airlines. But the most essential If Belgocontrol were to attend, I suppose this
criterion for a company still is that it must would be appreciated. It could provide informa-
Belgocontrol is an asset have a profitable market there to be exploited tion on its operative and technical projects and
in attracting airlines. namely the Brussels Airlines hub and its Star and, therefore, also slots available at the times show an even firmer commitment to the airport
Alliance partners, the companies of all the desired, in order to allow for connections with community.
national operators - Jetairfly and Thomas Cook other flights.
Do you think the crisis that has Airlines - and, finally, the major long haul airlines
negatively affected air traffic growth connecting Brussels Airport to the world’s largest How did you deal with the blackout
14 in Europe since 2008 is behind us? airports. As a national airport, and the gateway on 27 May 2015?
into Belgium, we are responsible in this respect.
Yes, I do. Fuel prices are very low, which is a We seek to play this role, striking a balance I was on board a plane at that exact time,
good thing for the health of airlines and air in the competition brought about by new waiting to take off. The pilot informed us of
traffic growth. The number of passengers companies and our key client, Brussels Airlines. the blackout and asked that we wait patiently.
has continued to grow throughout the crisis. I am therefore optimistic for Brussels Airport Finally, we returned to the terminal. There were This interview took place before the March 22
People continue to travel and move around and aviation in general and firmly believe that a lot of people, but the atmosphere was relaxed. attacks at Brussels Airport.
despite everything. If the number of flights this growth will continue.* Passengers had been informed of the situation
has not mirrored this evolution, it is because and understood that these things do happen.
of the structural changes seen in the strategy Does Belgocontrol play an important Belgocontrol quickly and correctly informed us
adopted by airlines, notably the renewal of role in the development of Brussels and we were therefore able to relay this informa-
the fleet with larger aircraft and the increasing Airport? tion. The situation appeared to be under control
importance of maximizing the seat load factor. at all times. During the following days, there was
However, for the last two years, we have seen It certainly does. The quality of air control some confusion surrounding responsibilities, but
that the number of movements continues to services is an integral part of the business cases the main thing is that the services were restored
increase anyway, mainly due to the greater we present to companies in promoting Brussels fairly quickly.
competition between the low-cost companies Airport.We are proud to tell these companies
such as Ryanair and Vueling, which have that they need not fear punctuality issues at What does Belgocontrol need to improve?
launched or extended their business at Brussels Brussels Airport, which is one of Europe’s best,
Airport. Naturally, we continue to develop and that runway taxi times are very short Belgocontrol is an important partner for
the other three segments of our strategy too, indeed. These are important factors for them. Aviation Marketing. But I personally believeperformances 2015
safety
To garantee safety
In 2015, Belgocontrol had to face an exceptional event: a power failure which
required the evacuation of the airspace under its responsibility. Faced with such a
large-scale incident, safety was always guaranteed. The company has gained in
reputation and is now more than ever determined to pursue continuous
improvement in all its services and processes, those relating to safety as a priority,
and to go beyond the European objectives. Although the incident rate is slightly
higher than in 2014, a year when Belgocontrol achieved the best result in its history,
the safety culture and maturity of the Safety Management System (SMS) continue
to steadily improve.
> More and more incidents, even 0.000554%, which is 5
if minor, have been reported incidents per million flights, THE SMS’S THREE FIELDS OF ACTION. The safety management system (SMS)
by the air traffic controllers Belgocontrol is still relies on 3 proactive and responsive fields of action. 15
(680 compared to 622 in well below its internal
2014). After analysis, lessons objective of 0.0015%. 1. Proactive: the systematic analysis of The BSA-ANS has carried out follow-up
will be learned from them. the risk associated with change. Each audits in the Belgocontrol facilities.
This is the starting point for > The safety culture has steadily new system, procedure, technology, piece No safety failings were found.
continuous improvement. improved by 9% in 2015. of equipment and operational concept is
studied in depth from a safety point of view. 3. Reactive: t he reporting and the syste-
> A and B incidents for > Belgocontrol continues to In 2015, there were 51 change notifications matic analysis of Safety Related Occurences
which Belgocontrol bears improve its scores in the Safety sent to the BSA-ANS, the most important of (SRO ). Each incident is reported and filed.
responsibility have slightly Maturity Survey, showing the which concerned a new software version It is then analysed to see what lessons can
increased compared to 2014. increasing maturity of its for the CANAC 2 air traffic control centre, be learned and to avoid a similar incident
Unfortunately 2 category A Safety Management System. the monthly validation procedures for occurring again.
and 4 category B incidents diesel generators, revision of the ‘Leuven
were registered. This rate > The Safety Management Rechtdoor’ departure route and the In 2015, 680 incidents were reported.
still remains extremely Unit (SMU) and Quality precision approach procedures at Antwerp Among these, Belgocontrol bears responsi-
Belgocontrol • Annual Report 2015
low. It is the 3rd best score departments have been and Charleroi airports. bility for 54 incidents including 2 in category
over the last 10 years. merged into a Safety & Quality A (severe), 4 in category B (major), 6 in
Service in order to maximise 2. Proactive: permanent audit of the safety category C (significant) and 42 in category E
> With a proportion of A and collaboration. The company’s level. Internal and external audits are carried (no impact on safety).
B incidents per number of ISO 9001 certificate was out to identify the processes with the
movements that reached renewed in December. highest risk level and take corrective actions.activity report 2015
Incident rate An increasingly integrated safety This means that the air traffic controllers have “Just Culture” aims to promote reporting
culture increasingly integrated the need to report events associated with safety by the air traffic
The performance indicator used by every incident, even the most minor. controllers. It is based on the principle that
Belgocontrol sets the objective of not For the 6th consecutive year, the number of an air traffic controller will not be blamed for
exceeding 1 category A or B incident per incidents reported has increased. It went The safety culture has steadily improved since actions or decisions which are consistent with
100,000 movements controlled. This means from 622 in 2014 to 680 in 2015. This 9% the Safety Management System was set up his experience and training.
that A and B incidents should represent less increase does not mean there have been in 2004. Despite a certain maturity in the
than 0.0010% of movements controlled. more incidents, but rather that they are system, this culture is continually increasing At the same time, other actions will be
In 2015, with a score of 0.000554%, which reported more systematically by the air traffic due in particular to better reporting tools, fast undertaken by Belgocontrol so as to continue
is about 5 A and B incidents per million controllers. Many more incidents which have follow-up and the management’s use of the with reinforcing the safety culture in the
movements, Belgocontrol shows an excellent no impact on safety (category E) have been Just Culture principles. company such as reviewing responsibilities in
result given the increase in traffic compared reported. regard to safety, on-going training at all levels
to previous years.
Evolution of the proportion of A and B incidents compared Evolution of the number of category Number of incidents reported (per year) by Belgocontrol air
to number of movements (%) A (severe) and B (major) incidents traffic controllers
20 25 700 100
3
600 80
15
20 680
500 60
15 40
400
10
16
3
10 300 20
2
5 5
200 9% 0
100 -20
0.000554% 0 0 -40
0
00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15
■ Max accepted 0.0015 ■ A&B ~ Mvmts ■ Target < 0.0010 ■A ■B ■ Σ Belgocontrol ATCO reported occurences ■ % Δ
With 6 incidents (A and B) per million movements, Belgocontrol obtains a The number of incidents reported has increased from 622 in 2014 to 680 in
very good score of 0.000554 % . Thereby Belgocontrol reaches a substantial 2015. This increase of 9% does not mean that there are much more incidents,
lower score than the safety target (0.0010%) and the tolerance threshold but that they are more systematically reported by the air traffic controllers.
of 0.0015%.
Types of reported occurences by all ATS units 2015
250
EVOLUTION OF INCIDENTS (SRO - SAFETY RELATED OCCURENCES) ACCORDING TO SEVERITY 225
200
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 EBOS
175
150 EBLG
A - Severe 9 4 6 1 7 1 1 6 5 5 2 3 2 1 2
125 EBCI
B - Major 10 9 6 5 5 10 7 9 11 4 7 4 3 3 4
100 EBAW
C - Significant 2 2 3 6 5 11 12 12 9 8 8 8 7 12 6 75
ACC
D - Non determined 3 1 2 4 0 3 5 1 0 2 0 0 0 0 0 50
APP
E - No impact on safety 3 1 2 2 4 6 11 4 3 3 12 16 16 11 42 25
0 EBBR TWR
TOTAL 27 17 19 18 21 31 36 32 28 22 29 31 28 27 54 t t ion ion ion R s s ion nce
s s s ers
am en en t rs rs CL ure ort s ue ort od
rB
e
ge
m
ge
m ara ncu xcu
C d
t re
p nfu pli
a
Ri
ss rep th Oth
e rin rin sep Yi
AT oce co om SS AS me
Las inf inf te Ye fm pr
cid
en gn nc TC ng
ua RW RW on AT
M llsi no rki
ace t ion eq vi ati Ac Ca Wo
Air
sp ara Ina
d de nf
m LoA
sep CFT ati
o
um A vi
de
nim FT
Mi ACperformances 2015
of the organisation, improvement of internal • E xecuting the national action plan reducing An increasingly mature Safety But Belgocontrol wants to go further than
communication of information connected the risk of intrusion into airspace (Airspace Management System (SMS) just complying with the European objectives
with safety and assessing the contribution of Infringement Risk). in regard to safety. It aims to achieve a score
these different actions to the safety culture. Each year, Belgocontrol cooperates with the of 5 for a maximum of objectives and even be
In regard to intrusions into airspace without EoSM – Effectiveness of Safety Management ‘Best in class’ when it can.
A special study is in progress in collaboration authorisation, the coordinated action - an audit intended to measure the effective-
with EUROCONTROL to determine trends in between the General Directorate for Civil ness of its safety management. 26 objectives A power failure, no impact on safety
regard to the safety culture. Aviation (SPF Mobility), the Defence Air spread over 11 domains are scrutinised and
Component, EUROCONTROL, Belgocontrol a score of 1 (the lowest) to 5 (the highest) This is a technical incident of the utmost
Most frequent incidents and the sporting and recreational aviation is assigned to them. In 2015, Belgocontrol severity which occurred on 27 May 2015.
federations have led to concrete actions. obtained a score of 3 for 7 of It made the CANAC 2 control centre’s radar
Belgocontrol’s responsibility is only involved the 26 objectives, 4 for 12 objectives and (for approach and en-route traffic) and radio
in a minority of incidents (54 out of 680, In 2014 after publication of a brochure 5 for 7 objectives. This is a clear improvement communication systems unavailable. Brussels
being 7.9%). Just like last year, in 2015 the intended to make the VFR pilots aware of this compared to 2014 since 2 additional and the regional airports’ control towers were
most frequent type of incident concerned issue, data from a survey of pilots between objectives obtained the maximum score able to continue operating at full capacity.
attempts to blind pilots or air traffic control- April 2013 and May 2015 was studied. of 5. Belgocontrol will continue to develop Due to the operational and technical staff’s
lers with laser pointers. Intrusion into an This survey clearly showed the relationship its Safety Management System in order skills and efficient cooperation of neighbour-
airspace by VFR (Visual Flight Rules - visual between intrusion into airspace, the location, to achieve a score of at least 4 with all the ing control centres, air traffic safety was never
flight) pilots without prior authorisation is time, weather conditions and the pilot’s objectives, as imposed for the European compromised.
the second most frequent type of incident. experience. This data will help better focusing Commission for 31 December 2019.
These two phenomena affect regional the actions. The final report on incident management 17
airports in particular, but not exclusively. showed certain points for improving, like
Systematic and standardised analysis the audit of all critical systxems, contingency
Belgocontrol’s systematic incident reporting of incidents procedures, regular training in use of backup
Maturity of the SMS
has contributed to dealing with these (Safety Management System). systems.
problems, now recognised as risks for aviation Systematic analysis of reported incidents is Number of targets per maturity level.
and integrated into the national safety plan. crucial. It not only encourages the air traffic 25 All the information drawn from this incident
controllers to report all the incidents, but also has been brought into specific continuing
The follow-up of systematic reporting of and most importantly enables determining 20 improvement projects to further improve the
these incidents means that these remain their cause and taking the necessary meas- quality of service and our top priority, safety.
15
action priorities for the official authorities. ures to ensure they do not occur again.
12
10
The national safety plan has defined the To assess the severity of these incidents, 7 7
operational objectives in order to reduce the since 2010 Belgocontrol has been using the 5
occurrence of the most frequent incidences. standardised Risk Analysis Tool (RAT), and
Belgocontrol • Annual Report 2015
Performing certain objectives involves close
collaboration from Belgocontrol, in particular:
is therefore complying with the European
objective which required use of this tool by
0
• • • • •
1 2 3 4 5
• Pointing lasers at aircraft; December 2014 at the latest. The severity of Scores obtained by Belgocontrol’s Safety Management
• Implementing the European Action Plan an incident is determined by several criteria System for the 26 targets of the Safety Maturity Survey
(1 being the lowest, 5 the highest). Following an audit by the
for the Prevention of Runway Incursions such as vertical and/or horizontal separation Belgian Supervisory Authority (BSA), these results have been
- EAPPRI; and the level of control over the separation. sent to the European Aviation Safety Agency (EASA).activity report 2015
Interview traffic controllers to explain to them why they
are needed, and why it is in both their own and
Aliénor everybody else’s interest, because it involves air
traffic safety. They are also invited to discuss the
de Vareilles problems they encounter in their everyday work
1
and what should be improved. It is absolutely
Process & Monitoring Manager DGO essential to build a relationshipt of trust. I also
play a part in training courses by indicating the
Etienne Click here for Click here for
safety aspects that need to be included in them.
Paquay Etienne : The diversity and importance of this
2
the interview the interview
work for Belgocontrol, and more generally for
Monitoring Manager DGS the contribution to safety of air navigation.
1 2
Without this work done in compliance with
regulatory requirements concerning safety, our
and Systems - ndlr), we need to co-operate paid to our role, in particular with agreement to equipment and the whole company would not
closely in our job. When a change occurs at further tests before commissioning. be certified, and Belgocontrol could not fulfil its
Safety Assessments: Belgocontrol, three aspects need to be consid- obligations. I have a great deal of contact with
“a vital part of implementing ered: equipment, users and procedures. Etienne: The new version of the Eurocat our regulator (BSA-ANS) as well as with
Belgocontrol’s mission”. A system change often results in a modification software, of course, but it was an operational equipment manufacturers. We act in total
18 of procedure or working methods, which in turn challenge rather than a technical one. In my transparency, since the aim is to put in place
need to be assessed from the safety point of view. area, the ILS (Instrument Landing System) at certified, safe equipment, and ensure that my
What role do you play in safety? Liege airport, which will enable landing in poor colleagues can maintain it and use it following
Then there is the whole certification aspect. visibility conditions, was a major project. tried-and-tested procedures.
Aliénor : Our role is to analyse the risks Safety assessments are rigorous documents
associated with changes. For my part, these are that follow international regulations. They in What motivates you in this work? We provide real assistance to colleagues in their
operational type changes, such as working turn impose standardised procedures, on the day-to-day work. It is very rewarding. We are
procedures and methods used by air traffic basis of which Belgocontrol is certified as an air Aliénor : It’s a highly rewarding job, because available for them whenever they need to carry
controllers. I provide support concerning the navigation service provider by its regulator, the you see the company from end to end - from the out a change to a system, and we explain the
rules to be followed, so that an operational BSA-ANS (Belgian Safety Authority for Air air traffic controller who manages the traffic to safety aspects that need to be taken into
change is applied with due regard to safety. Navigation Services). Consequently, this work is the technician who maintains the systems. account for the specific action they have to carry
I contribute to compiling what we call safety essential for Belgocontrol to fulfil its obligations. As safety is embedded at all levels of the out, as well as the added value of the process.
assessments. It is one of the Safety company, we are in contact with every level,
Management System’s (SMS) practical Outstanding examples in 2015? and it is really rewarding to participate so widely We’ve produced a coaching tool that summaris-
applications in the operational area. in the organisation. The human factor also plays es the project process, training, interoperability...
Aliénor: Putting version 4 of the Eurocat a major part. It is collaborative work. I provide
Etienne : My work is very similar, but it focuses software into operation for use in the CANAC 2 support concerning the rules relating to safety So we also play a part in strengthening the
on changes for equipment, systems, software, control centre. It was an extremely important that must be adopted to implement a change. safety culture, monitoring procedures and
etc: - in other words, on air traffic controllers’ project for the company, given that it affects the So we take time to work on the safety culture reporting any problems encountered.
tools. Even though we report to different very core of air traffic control. In addition, I really and promotion by holding information We are totally open-minded and willing to listen.
departments in the organisation (Operations was able to see that special attention was being workshops, lots of communication with the air This is an essential part of our work.performances 2015
Do you take part in investigations
following an incident? capacity
Aliénor : Not directly, since my safety Etienne : The situation is slightly different in the
practitioners team is part of the same DG Systems because the safety practitioners
department as the air traffic controllers and, are also trained as investigators for techni-
under a regulation of the EASA (European cal-type incidents. As they do not work directly
Aviation Safety Agency), investigators must be on the ground, they can carry out their tasks
independent. It is in order to comply with this totally independently.
obligation that the SMU (Safety Management
Unit) created the OSU (Operational Safety Unit)
which does not report to the operational
management and which carries out, impartially,
the investigations that follow an incident.
However, we participate after the investigation
The en-route delay
in order to implement the recommendations
and changes recommended by the investigation
reports.
affected by 19
the 27 May incident
For 2015, Belgocontrol failed to achieve its aim to reduce en-route delays.
The main cause for this failure is the impact of the power cut experienced on
27 May 2015, which paralysed Belgian airspace and forced air traffic controllers
to apply the “clear the sky” procedure consisting of the diversion of all flights to
the nearest airports and airspaces. At no time was traffic safety compromised.
But the numerous regulations issued at the time caused major delays. Without
the impact of this event, Belgocontrol would have achieved its aim and made a
positive contribution towards the performance recorded by FABEC. By contrast,
Belgocontrol fully achieved its aims relating to the delay in arrivals at airports.
Belgocontrol • Annual Report 2015
The reduction of en-route delays: (2015-2019), the European Commission
a common target for FABEC kept the average ATFM en-route delay
per flight as an indicator. Delays are
In order to measure performance in capacity effectively a considerable cost for airlines
during this second reference period and have a negative impact on theactivity report 2015
environment, resulting in unnecessary fuel CANAC 2 to 0.08 minute per flight in 2015, of
consumption. all causes combined, and to just 0.07 minute
> I mpact of the 27/05 failure on phenomena, and which per flight for CRSTMP causes. These objectives
the en-route delay: 66% of the Belgocontrol can control. Performance in capacity is assessed by the are by far the most ambitious set by FABEC.
en-route delay for 2015 was Performance Review Body of the European
generated on 27 May following > FABEC fails to reach its target: Commission, at the level of FABs (Functional During the 3 years of the 1st reference period
the power cut caused by a the global objective of FABEC to Airspace Blocks) and on the basis of their (2012-2014), Belgocontrol fully achieved its
monthly inspection of a back-up reduce the en-route delays performance plan. The performance of FABEC aims with en-route delays that were almost
generator. established in the 2015 as a whole will be assessed with regards to null (0.03 minute per flight in 2012; 0.08 in
The impact of this event took the performance plan consisted of two separate aims: the en-route delay of 2013 and 0.02 in 2014). The 2015 failing of
average en-route delay per flight limiting the average en-route all causes combined and the delay caused this objective was due purely to the power
generated by Belgocontrol to delay to 0.48 minute per flight exclusively by CRSTMP (C-Capacity, R-Routing, failure experienced on 27 May 2015, which
0.14 minute per flight, thereby (all causes combined) and to S-Staffing, T-Equipment, M-Airspace paralysed air traffic and forced Belgocontrol
causing it to fail to achieve its 0.37 minute per flight for management, P-Special events) aspects, over air traffic controllers to issue numerous traffic
aim to reduce delays, set as CRSTMP causes. In 2015, FABEC which service providers can have a direct regulations so as to free up the airspace.
0.07 minute per flight for 2015 recorded an average delay of influence. This latter objective is connected Regulations generating major delays.
(causes classed as CRSTMP 0.70 minute per flight and with a financial incentive system. For 2015,
- C-Capacity, R-Routing, 0.48 minute per flight for FABEC has set itself the aim of not exceeding In actual fact, 66% of the en-route delays in
S-Staffing, T-Equipment, CRSTMP causes. 0.48 minute’ en-route delay per flight, of 2015 were caused on 27 May. The impact of
M-Airspace management, various causes combined. The target is set this incident took the average en-route delay
20 P-Special events). Without this > Objectives achieved at the as 0.37 minute per flight for CRSTMP causes to 0.14 minute per flight. Without this failure,
failure, Belgocontrol would have airports: the 2nd reference only. The objective is FABEC’s contribution Belgocontrol would have achieved its target,
achieved its aim and scored a period (2015-2019) concerning towards the European global target of scoring 0.05 minute per flight and would
fantastic 0.05 minute per flight. the assessment of the perfor- 0.5 minute per flight.
mance of air navigation service ATFM en-route delay per flight - yearly performance
> The most ambitious target: as providers by the European
ATFM en-route delay per flight (in minutes) Number of en-route movements
for the 1st reference period (2012- Commission introduced target Impact of the 30 700000
2014), Belgocontrol takes a delay reductions dealing 27 May failure
far-off look a the most specifically with the manage- 25 0.24
600000
ambitious objective set by ment of arrivals at airports. In In the extension of the 500000
0.20
FABEC, so as to make a best the FABEC performance plan, FABEC objective relating 20
0.17 0.17
possible contribution towards Belgocontrol has two goals: to to en-route capacity, each 0.15
0.14
400000
15 0.14
the global objective and, limit the average delay per flight member was assigned 0.13 0.14 0.14
300000
beyond that, the European one. (for CRSTMP causes only) to a contribution to the 10 0.09
0.08 0.08 0.08 0.08
This target is for en-route delays 0.12 minute at Brussels Airport objective. To make a 0.08 200000
per flight, due to all causes and to 0.06 minute at Liege positive contribution 5
0.03
0.04
0.03 0.03
0.07 0.07 0.07 0.07 0.07
100000
combined, to reach 0.08 minute, Airport. These two goals were to the FABEC objective,
0.00
0.02 0.02
0.01
whereas those due to CRSTMP achieved as Belgocontrol Belgocontrol needs to 0 0
2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
causes, should reach 0.07 successfully limited these delays reduce the average ATFM
■■ KPI - En-route delay per flight (all causes combined) ■ Annual target (all causes combined)
minute per flight, i.e. those that respectively to 0.06 and delay generated by its ■■ KPI - En-route delay per flight (CRSTMP causes) ■ Annual target (CRSTMP causes)
do not stem from external 0.00 minute per flight. national control centre En-route trafficperformances 2015
therefore, as in 2014, have achieved the best requiring the mobilisation of operative teams, per flight at Brussels Airport and 0.06 minute not only the control towers of the five public
result within FABEC. particularly for training, also tend to make at Liege Airport. Only CRSTMP causes, namely airports, but also the flight offices of these
capacity management more complex. those over which Belgocontrol can have an airports and the CANAC 2 control centre for
FABEC fails to reach its target influence, are considered for this indicator approach and en-route traffic control.
These factors impact the reduction in the connected with a financial incentive. The AMS implements the concept of
FABEC did not reach its objective for this 2 nd
en-route delay, just as does increased air Collaborative Decision Making (CDM),
reference period (2015-2019) as it records traffic. The denser the traffic, the greater the These objectives were achieved in 2015, as enabling a permanent exchange of informa-
an average cumulative ATFM delay en-route risk of bottlenecks. This increase has come the average ATFM arrival delay per flight was tion between the various players in the chain
of 0.70 minute per flight for miscellaneous to 3.98% for Belgocontrol as compared with just 0.06 minute at Brussels Airport and zero of airport activities, so as to best manage
causes, whereas it had aimed to not exceed 2014, meaning 115 flights more per day, and at Liege Airport (0.00 minute). punctuality.
0.48. If only CRSTMP causes are considered, to 1.81% for FABEC, namely 270 extra flights
FABEC approaches the target, yet still fails to each day. The punctuality at the airports is an impor- Thus in 2015, taxi time was less than
achieve it: 0.48 minute per flight instead tant factor in facilitating their development 15 minute for 96.59% of all flights (97.83%
of 0.37. Punctuality at the airports: and allowing them to offer optimal service. in 2014) and 94.09% of take-offs took place
objectives fully achieved Alongside the new European indicators relat- within the 3-minute tolerance period in
It should be noted that these objectives ing to arrivals, Belgocontrol kept indicators to respect of the scheduled time (89.17% in
are extremely ambitious and that other The 2nd reference period has introduced assess and improve punctuality in departures 2014).
objectives in other areas, such as cost- new key performance indicators in the area at Brussels Airport.
efficiency, tend to have a negative influence of capacity: the average ATFM arrival delay
on pcapacity performance. The evolution per flight at the airports. For Belgocontrol, The management of punctuality at Brussels
of European ATM systems brought about only Brussels Airport and Liege Airport are Airport means considerable involvement 21
by the SESAR programme and the im- concerned. Two separate goals have been of AMS, the tower air traffic control system
provements to the FABEC airspace design fixed: not to exceed 0.12 minute in delay developed by Belgocontrol, which equips
Average ATFM en-route delay per flight by FABEC ANSP Average ATFM arrival delay per flight at Brussels Airport Average ATFM arrival delay per flight at Liege Airport
0.08 0.18 0.37 0.35 0.22 0.16 0.48 Delay in arrival per flight (in minutes) Number of arrivals (movements) Delay in arrival per flight (in minutes) Number of arrivals (movements)
0.07 0.14 0.29 0.27 0.17 0.14 0.37
1.00 1.80 140000 0.80 20000
0.90 0.86 1.60 0.70 18000
0.80 130000
1.40 16000
0.70 1.26 0.60
0.70 14000
0.61 1.20 120000
0.50
0.60 12000
0.48 1.00 0.88
0.50 0.84 110000 0.40 10000
0.80 0.65 0.30
0.40 0.34 0.30 8000
0.60 100000
Belgocontrol • Annual Report 2015
0.30 0.23 0.20 6000
0.21 0.40 0.20 0.14
0.20 0.14 0.14 4000
0.11 0.09 0.07 0.09 0.06 0.12 0.12 0.12 0.12
90000 0.09
0.10 0.20 0.11 0.10
0.03 0.06 0.06 0.06 0.06 0.06 2000
0.01 0.07 0.03 0.06 0.00 0.00 0.00 0
0.00 0.00 80000 0.00
Belgocontrol MUAC DSNA DFS Skyguide LVNL FABEC 2012 2013 2014 2015 2016 2017 2018 2019 2012 2013 2014 2015 2016 2017 2018 2019
■ ■ KPI (all causes combined) ■ ■ KPI (CRSTMP causes) ■■ KPI - Arrival delay per flight ■■ A
nnual target (CRSTMP causes) ■■ KPI - Arrival delay per flight ■■ A
nnual target (CRSTMP causes)
■ Annual target ■ Annual target (CRSTMP causes) (all causes combined) Number of arrivals (all causes combined) Number of arrivals
(all causes combined) ■■ KPI - Arrival delay per flight ■■ KPI - Arrival delay per flight
(CRSTMP causes) (CRSTMP causes)You can also read
