(a)

safety policy and objectives;

(b)

safety risk management;

(c)

safety assurance;

(d)

safety promotion;

(e)

safety culture.

(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.

(a)

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 European airspace as defined in Article 1;

(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 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.

(a)

The average horizontal en route flight efficiency of the last filed flight plan trajectory, calculated as follows:

(b)

The average horizontal en route flight efficiency of the shortest constrained trajectory, calculated as follows:

(c)

The vertical flight efficiency of the actual trajectory between the top of climb and the top of descent, calculated as follows:

(d)

The effective use of reserved or segregated airspace calculated as the ratio of the finally used time for segregation or reservation from general air traffic to the initially allocated time for the activity requiring segregation or reservation. The indicator is calculated for all airspace allocations notified to the Network Manager.

(e)

The rate of planning through available airspace structures, including reserved or segregated airspace, for general air traffic calculated as the percentage of aircraft filing flight plans via such airspace structures to the number of aircraft that could have planned through those airspace structures. The indicator is calculated for all airspace allocations notified to the Network Manager.

(f)

The rate of using available airspace structures, including reserved or segregated airspace, by general air traffic calculated as the percentage of aircraft flying via such airspace structures to the number of aircraft that could have planned through these airspace structures. The indicator is calculated for all airspace allocations notified to the Network Manager.

(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:

(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.

(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:

(b)

The percentage of flights with en route ATFM delay greater than 15 minutes, calculated as below:

(c)

The average time, expressed in minutes, of all cause-departure delay per flight, calculated as follows:

(a)

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 Article 9(4), point (a);

(b)

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.

(a)

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)

expressed in euro and in nominal terms;

(c)

calculated for the whole calendar year and for each year of the reference period.

(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 instrument flight rules (IFR) and visual flight rules (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 communication, navigation and surveillance (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.

(a)

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.

(a)

The average horizontal en route flight efficiency of the last filed flight plan trajectory, calculated at local level as follows:

(b)

The average horizontal en route flight efficiency of the shortest constrained trajectory, calculated at local level as follows:

(c)

The vertical flight efficiency of the actual trajectory between the top of climb and the top of descent, calculated as follows:

(d)

The additional time in the taxi-out phase, calculated at local level as follows:

(e)

The additional time in the taxi-in phase, calculated at local level as follows:

(f)

The additional time in terminal airspace, calculated at local level as follows:

(g)

The vertical flight efficiency of the descent, calculated at local level as follows:

(h)

The vertical flight efficiency of the climb, calculated at local level as follows:

(i)

The effective use of reserved or segregated local airspace, calculated in accordance with point 2.2(d) of Section 1.

(j)

The rate of planning via available local airspace structures, calculated in accordance with point 2.2(e) of Section 1.

(k)

The rate of using available local airspace structures, calculated in accordance with point 2.2(f) of Section 1.

(a)

The average time, expressed in minutes, of en route ATFM delay per flight attributable to air navigation services, calculated as follows:

(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:

(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 time, expressed in 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:

(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)

The percentage of the total en route ATFM delay minutes that occurred on days when the daily throughput was above the expected daily traffic, calculated as follows:

(e)

The annual weighted average of the daily peak throughput, expressed as a number of IFR flights per hour, calculated as follows:

(a)

The DUC for en route air navigation services, calculated as follows:

(b)

The DUC for terminal air navigation services, calculated as follows:

(a)

a sum of the DUC for air navigation services and of the adjustments in accordance with Article 25(2) stemming from that year;

(b)

expressed in nominal terms and in national currency;

(c)

calculated for the charging zone level for the whole calendar year and for each year of the reference period.

1.

(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 segments at every 20-minutes interval.

(a)

The percentage of total initial minutes of en route ATFM delay saved as a result of Collaborative Decision-Making network procedures and Network Manager Operations Centre actions. The saved en route ATFM delay is calculated as the difference between the initial delay of the IFR flight without the measures and the en route ATFM delay of that flight after the delay-saving actions. The en route ATFM delay is calculated in accordance with point 3.1 of Section 1.

(b)

The percentage of total initial minutes of arrival ATFM delay saved as a result of Collaborative Decision-Making network procedures and Network Manager Operations Centre actions. The saved arrival ATFM delay is calculated as the difference between the initial delay of the IFR arrival without the measures and the airport arrival ATFM delay of that flight after the delay-saving actions. The arrival ATFM delay is calculated in accordance with point 3.2(a) of Section 1.

(a)

The average, over a calendar year, of the daily number of ATFM regulations that each produces less than 200 minutes of delay.

(b)

The average, over a calendar year, of en route ATFM weekend delay expressed in minutes of delay per flight.

(c)

The annual percentage of all first rotation ATFM delays for a pre-selection of area control centres and airports with the most significant potential delay reduction as identified annually by the Network Manager, calculated as follows:

(a)

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)

expressed in euro and in real terms;

(c)

calculated for the whole calendar year and for each year of the reference period.