Capacity - Spain

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PRB monitoring

▪ Spain registered 0.09 minutes of average en route ATFM delay per flight during 2021, thus meeting the local breakdown value of 0.12. Following the traffic recovery from July onwards more delays were generated with ATC capacity and weather being the main causes. At the end of the year, delays with ‘other’ causes increased due to the volcanic eruption on La Palma.

▪ Delays should be considered in the context of lower traffic: in Spain, IFR movements in 2021 were 45% lower than in 2019.

▪ Traffic is expected to grow, with 2019 levels likely being reached in 2023 in the high growth scenario or in 2024 in the base growth scenario for both continental and Canarias ACCs. The number of ATCOs in OPS is planned to remain effectively the same in Canarias ACC, with reductions in the numbers planned in the remaining ACCs during RP3.

▪ Delays were highest between July and December, mostly due to ATC Capacity and adverse weather conditions.

▪ The share of delayed flights with delays longer than 15 minutes in Spain decreased by 19.65 p.p. compared to 2020 and was lower than 2019 values.

▪ The yearly total of sector opening hours in Canarias ACC was 22,842, showing a 3.2% increase compared to 2020. Sector opening hours are 18.4% below 2019 levels. The yearly total of sector opening hours in Barcelona ACC was 37,577, showing a 31.6% increase compared to 2020. Sector opening hours are 37.8% below 2019 levels. The yearly total of sector opening hours in Madrid ACC was 61,593, showing a 15.5% increase compared to 2020. Sector opening hours are 40.3% below 2019 levels. The yearly total of sector opening hours in Palma ACC was 31,029, showing a 47.5% increase compared to 2020. Sector opening hours are 19.8% below 2019 levels. The yearly total of sector opening hours in Sevilla ACC was 30,384, showing a 27.7% increase compared to 2020. Sector opening hours are 25.8% below 2019 levels.

▪ Canarias ACC registered 9.62 IFR movements per one sector opening hour in 2021, being 24.7% below 2019 levels. Barcelona ACC registered 13.68 IFR movements per one sector opening hour in 2021, being 12.1% below 2019 levels. Madrid ACC registered 10.12 IFR movements per one sector opening hour in 2021, being 11.4% below 2019 levels. Palma ACC registered 7.15 IFR movements per one sector opening hour in 2021, being 14.4% below 2019 levels. Sevilla ACC registered 9.04 IFR movements per one sector opening hour in 2021, being 13.6% below 2019 levels.

En route performance

En route ATFM delay (KPI#1)

Summary of capacity performance

Spain experienced an increase in traffic from 854k flights in 2020 to 1,192k flights in 2021. However, traffic levels were still substantially below the 2,152k flights in 2019.

In 2021, Spain had 106k minutes of ATFM delay - with the highest monthly traffic figure 162k flights occurring in August and leading to 16k minutes of delay. For comparison, the month with the closest level of traffic in 2019 was March, with157k flights, in that month there were more than three times as much delay (49k minutes)..

NSA’s assessment of capacity performance

The performance in the capacity KPA was below reference values in 2021 and 2020 for Spain. It should be taken into account that those figures were achieved with a substantial reduction of traffic, but also with the goal of safety, ensuring business continuity and generating the minimum delay, in exceptional circumstances. To achieve that, several measures had to be implemented and adapted to the changing evolution of the pandemic:
• protect the essential operational staff from COVID19 in all places of work to reduce the active cases and spread of the disease among the staff
• keep the level of training and expertise for operational staff, and
• design mitigation measures for the recovery of the traffic.

In the first part of the year 2021 the delays generated were very occasional, the only most significant was the one generated in January at LECM due to the Filomena storm (1.015 min of O-Other cause regulation) that generated for a few days difficulties in the movement of both people and airplanes. From July onwards, with the reactivation of traffic and the development of the high season in most ACCs, more delay minutes were generated, but without reaching pre-pandemic levels. Delays were mainly caused by C-ATC Capacity (42% of the 2021 total) and W-Weather (31% of the 2021 total). In GCCC in the last months of the year there were also important delays on route with O-Other cause regulation due to the eruption of the Cumbre Vieja volcano on the island of La Palma, which caused some redistribution of traffic flows and the congestion of some sectors that usually present overloads on certain days. The minutes due to O-Other cause regulations (because of the volcanic eruption, Filomena and other aspects) have accounted for 25% of the total delay in 2021.

Additionally there have been 2 cases of the POST-OPS process that were initially not accepted, case 2021-13 (regulation on 26/07/2021 at LECB with 1019 min) and case 2021-17 (regulation on 07/09/2021 at LECB with 251 min). It was specified that the CDM process was inconclusive and that, even if those minutes could not ultimately be reassigned to the third party, NM suggested that the NSA could omit them. These conclusions were finally included in the Post-OPS Performance Adjustment Process Status Report 2021. Therefore AESA has finally considered it so and the minutes of those 2 regulations will not be taken into account in this report and in the results of the various monitoring that are performed periodically

Monitoring process for capacity performance

The AESA Monitoring Process continues to monitor this indicator on a monthly basis taking into account the different causes of delay, since the incentive system implemented for RP3 considers a mechanism modulated by causes of delay. The evolution of the attributable and non-attributable delay causes is monitored in order to apply the incentive mechanism and to identify the reasons in the event of non-compliance.

The alert mechanism continues to be active to warn, months before the end of the year, of possible non-compliance.

Capacity planning

The NOP 2020 Recovery Plan was the NOP structured plan adapted to the COVID-19 crisis, updated every week, initially covering an outlook of four weeks and later reconverted into the NOP Rolling Seasonal Plan covering an outlook of six weeks.

Every week Enaire updated data to the plan (planned sector openings, maximum possible sector openings, sector capacity reductions if any, availability of support to operations staff, additional information -e.g. other constraints to be highlighted- and special events and major projects). The plan was a living document regularly updated and published by NM in order to be adapted to the changed conditions of the Air Navigation Service.

Also a NOP 2021 for Summer was elaborated. The main projects planned for 2021 in the NOP for Spain were:
• ALL ACCs: improved ATFCM, in line with AF4 of PCP; optimized sector configurations and sector capacities, net increase of ATCOs -at a lower rate than planned due to COVID19-.
• PALMA ACC: Palma Final Approach Improvements (Ongoing).
• CANARIAS ACC: Improvements of NW and Split NE Sector, 11th sector (sector cluster) (postponed).
The scenario was focused on service recovery and to facilitate users the return to normality, always prioritizing safety and the minimum delay.

Application of Corrective Measures for Capacity (if applicable)

No particular risk of non-compliance with the KPI is expected, but given the degree of seasonality that exists in some units, the various monitoring activities will continue, monthly and annual monitoring, as well as periodic monitoring of the assignment of delay causes in order to know the evolution of the KPIs and the specific characteristics of each unit. This results in a better knowledge of the behavior of the indicators and a fluid communication and coordination with the ANSP. Additionally, AESA is monitoring the cases reported by our ANSP through the Post-OPS performance adjustment process, collaborating with both ANSPs and other stakeholders with the aim of deepening the analysis of the cases.

As the year progresses and especially as the summer season unfolds, with the existing follow-up mechanisms thanks to various monitoring and alert system in force, if this risk of non-compliance materializes, it will be notified to the Commission as established in the Regulation (EU) 2019/317.

Other indicators

Number of additional ATCOs in OPS who have started working in the OPS room (FTEs): New CTAs in ENAIRE and CTAs that have moved to the ACCs by CMCD during the year. Incorporated CTAs are considered.

Number of ATCOs in OPS who have stopped working in the OPS room (FTEs): For operative CTAs, retirements, dismissals (permanent disabilities, deaths, voluntary leaves, etc.) and RA concessions are considered.

Terminal performance

Arrival ATFM delay (KPI#2)

Spain includes seven airports under RP3 monitoring. However in accordance with IR (EU) 2019/317 and the traffic figures, Ibiza is not monitored for pre-departure delays.
The Airport Operator Data Flow, necessary for the monitoring of these pre-departure delays, is correctly implemented where required. Nevertheless, the quality of the reporting from all the Spanish airports does not allow for the calculation of the ATC pre-departure delay, with more than 60% of the reported delay not allocated to any cause.
Traffic at the ensemble of Spanish airports under monitoring in 2021 is still 44% lower than in 2019, with the best recovery observed at the holiday destinations.

Average arrival ATFM delays in 2021 was 0.19 min/arr, compared to 0.30 min/arr in 2020.
ATFM slot adherence has improved (2021: 97.2%; 2020: 95.3%).

The national average arrival ATFM delay at Spanish airports in 2021 was 0.19 min/arr, lower than the 0.30 min/arr in 2020 and the 1.02 min/arr in 2019. The performance in the capacity KPA was below reference values in 2021 and 2020 for Spain. All actual values obtained in 2021 were lower than PP values except in Gran Canaria (GCLP).

In the first part of the year 2021, the only delay generated was at LEMD in January due to the Filomena storm (22.581 min of W-Weather cause regulation) which generated difficulties for the movement of both people and airplanes for a few days. From July onwards, with the reactivation of traffic and the development of the high season in most airports, more delay minutes were generated, but without reaching pre-pandemic levels. Delays were mainly caused by W-Weather (60% of the 2021 total) considering that half of those minutes were due to delays at LEMD due to Filomena in January. 22% of the delay minutes were attributed to aerodrome capacity regulations, most of which were concentrated at GCLP due to airside work from August to October.

According to the Spanish monitoring report: Regarding the particularity of the LEAL and LEIB airports, in which different ANSPs are involved, for 2021 as for 2020, it is not necessary to make a breakdown between ENAIRE and FerroNATS delays, since the incentive scheme is not applicable to these two years. However, we consider that from 2022 onwards, it will be necessary to differentiate this value for both aerodromes for incentive purposes.

For 2021, the part of the delay that would correspond to ENAIRE or FerroNATS for these two airports would be as follows:
- Alicante: 0,00 min/flight (ENAIRE and FerroNATS)
- Ibiza: 0,03 min/flight (ENAIRE) and 0,06 min/flight (FerroNATS). The minutes of ATFM arrival delay at LEIB were not due to ATC reasons, were therefore not attributable delay causes.

No particular risk of non-compliance with the KPI is expected, but given the degree of seasonality that exists in some units, the various monitoring activities will continue, monthly and annual monitoring, as well as periodic monitoring of the assignment of delay causes in order to know the evolution of the KPIs and the specific characteristics of each unit. This results in a better knowledge of the behaviour of the indicators and a fluid communication and coordination with the ANSP. Additionally, AESA is monitoring the cases reported by our ANSP through the Post-OPS performance adjustment process, collaborating with both ANSPs and other stakeholders with the aim of deepening the analysis of the cases.

As the year progresses and especially as the summer season unfolds, with the existing follow-up mechanisms thanks to various monitoring and alert system in force, if this risk of non-compliance materializes, it will be notified to the Commission as established in the Regulation (EU) 2019/317.

The provisional national target on arrival ATFM delay in 2021 was met.

In accordance with Article 3 (3) (a) of Implementing Regulation (EU) 2020/1627: The incentive scheme shall cover only the calendar years 2022 to 2024.

Other terminal performance indicators (PI#1-3)

Airport level
Airport name
Avg arrival ATFM delay (KPI#2)
Slot adherence (PI#1)
ATC pre departure delay (PI#2)
All causes pre departure delay (PI#3)
2020 2021 2022 2023 2020 2021 2022 2023 2020 2021 2022 2023 2020 2021 2022 2023
Alicante 0.02 0.00 NA NA 98.8% 99.7% NA% NA% 0.23 0.23 NA NA 9.0 8.1 NA NA
Barcelona 0.12 0.06 NA NA 94.9% 98.7% NA% NA% 0.00 0.04 NA NA 8.7 8.3 NA NA
Ibiza NA 0.09 NA NA 99.0% 98.6% NA% NA% NA NA NA NA 6.3 9.1 NA NA
Las Palmas 0.97 0.44 NA NA 96.4% 95.5% NA% NA% 0.08 0.05 NA NA 11.3 9.4 NA NA
Madrid/Barajas 0.49 0.27 NA NA 94.2% 96.6% NA% NA% NA NA NA NA 9.5 9.7 NA NA
Malaga 0.01 0.02 NA NA 93.4% 95.0% NA% NA% 0.18 NA NA NA 11.3 10.9 NA NA
Palma De Mallorca 0.05 0.29 NA NA 97.3% 96.8% NA% NA% NA NA NA NA 5.4 8.2 NA NA

ATFM slot adherence

With the drastic drop in traffic, the share of regulated departures from Spanish airports virtually disappeared until July 2021.
All Spanish airports showed adherence above 95% and the national average was 97.2%, an improvement with respect to 2020’s performance (95.3%). With regard to the 2.8% of flights that did not adhere, 1.3% was early and 1.5% was late.

The Spanish monitoring reports adds: The result for 2021 (aggregate of the 7 airports subject to monitoring) improves by 2% the result of the previous year, being both results well above the value of 80% set in Regulation (EU) No. 255/2010 of the Commission . ANSPs does not believe it is necessary to establish specific improvement measures.
This PI is being monitored by AESA twice a year to evaluate the evolution of the indicators. If significant deviations are found, the possible causes will be analysed by contacting the relevant stakeholder.

ATC pre-departure delay

The calculation of the ATC pre-departure delay is based on the data provided by the airport operators through the Airport Operator Data Flow (APDF) which is properly implemented at all 6 Spanish airports subject to monitoring of this indicator.
However, there are several quality checks before EUROCONTROL can produce the final value which is established as the average minutes of pre-departure delay (delay in the actual off block time) associated to the IATA delay code 89 (through the APDF, for each delayed flight, the reasons for that delay have to be transmitted and coded according to IATA delay codes.
However, sometimes the airport operator has no information concerning the reasons for the delay in the off block, or they cannot convert the reasons to the IATA delay codes. In those cases, the airport operator might:
- Not report any information about the reasons for the delay for that flight (unreported delay)
- Report a special code to indicate they do not have the information (code ZZZ)
- Report a special code to indicate they do not have the means to collect and/or translate the information (code 999)
To be able to calculate with a minimum of accuracy the PI for a given month, the minutes of delay that are not attributed to any IATA code reason should not exceed 40% of the total minutes of pre-departure delay observed at the airport.
Finally, to be able to produce the annual figure, at least 10 months of valid data is requested by EUROCONTROL.
The high share of unidentified delay reported by 4 of these airports is a long standing issue, only worsened by the special traffic composition since April 2020. Gran Canaria and Alicante had a proper reporting prior to the pandemic.
The Spanish monitoring report includes some analysis on the monthly values that could be calculated:
-GCLP only has monthly data for 2 months (January and October), with a resulting value of 0,33, similar than in previous year. Until 2019, all monthly data were available.
-LEAL has data for 9 months, with a resultant value of 0,25, slightly lower than in previous year. The lack of data started in 2019.
-LEBL only has data for one month (November), its value is 0.35, higher than in previous year (in which only March data was available). The availability of monthly data has been getting worse every year since 2017.
-LEMD does not have data available for any month in 2021. The lack of data started in 2017 and from 2020 there is not data available for any month.
-LEMG does not have data available for any month in 2021. The lack of data started in 2019 and has increased in 2020 and 2021.
-LEPA does not have data available for any month in 2021. The lack of data started in 2017 and has increased from 2019 onwards.
-Although LEIB does not yet reach >80k movements, it is monitored together with these 6 airports since it is one of the airports considered in the Spanish performance plan (ESPP3) for RP3. LEIB does not have data available for any month in 2021. The lack of data started in 2017 and from 2020 there is not data available for any month.
This PI is being monitored by AESA twice a year to evaluate the evolution of the indicators. If significant deviations are found, the possible causes will be analysed by contacting the relevant stakeholder but at the moment it is focused on investigating the origin of the lack of data.
The lack of some data is due to the fact that the reporting by Spanish airports does not meet the required data quality, when more than 40% of the reported delays are not assigned to any cause. Sometimes it happens that the airport operator has no information on the reasons for the delay or it cannot be associated with an IATA code.
ANSPs has been contacted but no further information is available at this time.
AESA plans to further investigate to identify the origin of the lack of data by contacting the airport operator or other relevant stakeholders if possible to obtain more information in order to establish an effective measure.

All causes pre-departure delay

Contrary to most airports in RP3, the total (all causes) delay in the actual off block time at most Spanish airports (with the exception of Palma and Madrid) decreased in 2021 with figures between 8.06 min/dep for Alicante (LEAL) and 10.86 min/dep. for Malaga (LEMG).
At most airports the delays increased in the second half of the year, and the annual figure at Madrid is strongly driven by the high delays observed in January (more than 21 min/dep) due to the Filomena snow storm.

According to the Spanish monitoring report: the aggregated result for 2021 (of the 6 airports subject to monitoring) is 9,09 min/dep, which improves the result for 2020 by -0,3% (9,12 min/dep).
This PI is being monitored by AESA twice a year to evaluate the evolution of the indicators. If significant deviations are found, the possible causes will be analysed by contacting the relevant stakeholder.