Capacity - Germany

PRB monitoring

▪ Germany registered 2.28 minutes of average en route ATFM delay per flight during 2022, which has been adjusted to 2.27 during the post-ops adjustment process.

▪ Average en route ATFM delay per flight was further adjusted to 2.20 minutes per flight due to the exceptional event related to Russia’s war of aggression against Ukraine, still not achieving the local target value of 0.27.

▪ The average number of IFR movements was 20% below 2019 levels in Germany in 2022.

▪ The number of ATCOs in OPS is expected to increase significantly in Bremen and Karlsruhe ACCs and to increase only slightly in Langen and Munich. The number of ATCOs in OPS remained unchanged in Bremen ACC and in Karlsruhe UAC there was an increase but actual values in both ACCs remained below the plans in 2022. In Langen and Munich, there was an increase in the number of ATCOs in OPS, with the actual values being higher than the 2022 plans.

▪ The planned number of ATCOs in OPS in Karlsruhe remained below the level required to offer sufficient capacity.

▪ Delays were highest between May and September, mostly driven by ATC Capacity and Weather.

▪ The share of delayed flights with delays longer than 15 minutes in Germany increased by 14.57 p.p. compared to 2021 and was higher than 2019 values.

▪ The yearly total of sector opening hours in Langen ACC was 122,199 in 2022, showing a 29.1% increase compared to 2021. Sector opening hours are 7.7% below 2019 levels. The yearly total of sector opening hours in Munich ACC was 96,825 in 2022, showing an 82.9% increase compared to 2021. Sector opening hours are 0.4% below 2019 levels. The yearly total of sector opening hours in Karlsruhe ACC was 137,986 in 2022, showing a 37.2% increase compared to 2021. Sector opening hours are 4.7% below 2019 levels. The yearly total of sector opening hours in Bremen ACC was 83,630 in 2022, showing a 9.3% increase compared to 2021. Sector opening hours are 19.5% below 2019 levels.

▪ Langen ACC registered 8.36 IFR movements per one sector opening hour in 2022, being 17.2% below 2019 levels. Munich ACC registered 8.89 IFR movements per one sector opening hour in 2022, being 28.1% below 2019 levels. Karlsruhe ACC registered 11.92 IFR movements per one sector opening hour in 2022, being 5.7% below 2019 levels. Bremen ACC registered 5.28 IFR movements per one sector opening hour in 2022, being 16.6% below 2019 levels.

En route performance

En route ATFM delay (KPI#1)

Summary of capacity performance

Germany did not achieve the required en route capacity performance in 2022. There were 2 516k flights in the airspace of Germany (handled by DFS & EUROCONTROL MUAC), with 5.7 million minutes of ATFM en route delay, including 483k minutes of ATFM delay re-attributed to the DFS (from other ANSPs) under the Network Manager’s post operations delay attribution process.

Such delays originated from the eNM/S22 measures agreed with adjacent ANSPs to ameliorate expected capacity shortfalls primarily in Karlsruhe UAC, by on-loading adjacent ATC units.

Similarly, during 2022, the DFS re-attributed 503k minutes of en route ATFM delay to DSNA due to eNM/S22 measures associated with the capacity shortfall in Reims ACC.

An additional 180k minutes of ATFM delay due to ‘exceptional events’ were excluded after consultation with the European Commission and the Network Manager, giving a final value of 5,5 million minutes of en route ATFM delay.

NSA’s assessment of capacity performance

In addition to the decisive influence of the pandemic in 2021, two other influencing factors were added in 2022 that were decisive for the course of business: the war in Ukraine and the significantly rising inflation rate, leading among other things to the resulting energy shortage.

Air traffic recorded significant growth rates compared to the previous year. However, problems with the operational handling of passenger processes, triggered by the various service providers at the airports, affected this positive development.

Overall, the recovery of the situation is reflected in the fact that the level of traffic development on average in 2022 has been able to correspond to the strongest month of 2021 with 80 percent of the traffic of 2019. After traffic volumes had only reached half of pre-crisis levels in 2021, there was a significant recovery in 2022. On an annual average, the number of controlled flights in German airspace was 80 percent of the 2019 level.

Compared to the previous year, DFS conducted more than 60 percent more flights under instrument flight rules in 2022. In some air traffic control sectors, even more traffic was controlled than in the pre-Corona year 2019, up to 50 percent at peak times. Due to the Ukraine war, military flight operations also increased in the course of 2022. Overall, it was around 15 percent above the level of 2021.

The GER 2022 en route capacity target of 0,27 min/flight was not met. The actual value for 2022 was 2,27 min/flight which is 2,00 min/flight above the target. [Corrected to 2,20 after consideration of ‘exceptional events’.]

The delay in 2022 was mainly caused by limited ATC capacity, Other Reasons (Code O due to activation of military corridors) and severe weather.

Reasons for this non-achievement are e.g. the strong traffic increase from April 2022 with traffic peaks far above the pre-crisis level, significantly higher airspace complexity with increased military presence and the establishment of military corridors because of the war in the Ukraine.

The capacity targets for 2022 were met in MUAC. More ATCO than anticipated have stopped working in OPS.

Monitoring process for capacity performance

DFS is in continuous exchange with the NM.

Data received from DFS was checked, consolidated and in terms of unclarities further information was requested. Besides this the NSA requested regularly during the past year information on the Capacity performance, remedial actions and their progress as well as on outlooks.

Value shown above is in line with the SES Dashboard (https://www.eurocontrol.int/prudata/dashboard/vis/2022/). It has to be considered that the ansperformance Dashboard (https://ansperformance.eu/data/) shows a better value of 2,11.

Capacity planning

As stated in the national PP, the targets remain challenging for DFS. It is rather difficult to react on the strong traffic increase from April 2022 onwards with traffic peaks far above the pre-crisis level; significantly higher airspace complexity with increased military presence, and the establishment of military corridors because of the war in the Ukraine, while at the same time there are e.g. staffing measures having been slowed down during COVID with a negative effect on the staff situation (especially in Karlsruhe UAC Sector family South).

In addition, there were some unforeseen events or framework conditions that led to further bottlenecks such as: 4Flight Initiative with shifts of traffic from Reims ACC (due to the software problems with the 4Flight system, DSNA was not able to fully ramp up capacity again by summer 2022 as planned. Therefore, part of the traffic transfers from Reims ACC to Karlsruhe UAC had to be extended until the beginning of October); High traffic volatility and poor predictability (intensive work is being done with all system partners and with NM to improve flight plan adherence.).

Application of Corrective Measures for Capacity (if applicable)

Strong traffic increase from April 2022 with traffic peaks far above the pre-crisis level (esp. in Karlsruhe UAC Sector family South); Staffing situation in some sector families (especially in Karlsruhe UAC Sector family South); 4Flight initiative with traffic shifts from Reims ACC; Significantly higher airspace complexity with increased military presence and the establishment of military corridors because of war in the Ukraine; High traffic volatility and poor predictability.[

As the given reasons for the capacity situation are various, the NSA was and will still be in regular contact with the ANSP to evaluate the situation in the course of the year, the outcome of the previous years remedial actions and the implementation of further remedial actions.Remedial measures to be taken by ANSP

Other indicators

The German NSA and ANSPs question if ATCO planning figures are legally required by the performance regulation to be included in the Performance Monitoring for RP3, as it is not a prescribed indicator. Furthermore, Germany questions whether this level of detail should be monitored by the EC, as plans are subject to change, creating unnecessary burdens within the SES performance scheme domain. Additionally, the planned evolution of ATCO numbers within an ANSP with multiple ACCs is socially sensitive.

Despite being a major driver for resolving current capacity and staffing issues, ATCO hiring and assignment cannot be considered a commitment due to the uncertainties associated with managing recruitment plans. The provided figures, even when reported annually, only offer a snapshot and do not guarantee a realistic view throughout the entire duration of RP3. Several factors contribute to the uncertainty of ATCO planning, including retirement rates, employee absences, maternity and parental leave, ATCO mobility issues, availability of suitable applicants, training success rates, and social agreements that impact ATCO availability per person and the total available Full-Time Equivalent (FTE) per ANSP. The demographic situation of ANSPs may also require hiring beyond traffic demand. Standardizing assumptions and disclosing information about ATCOs partially working in projects are necessary before reporting ATCO FTE.

For ANSPs with multiple national ACCs, ATCO hiring plans are managed at the ANSP level, but changes in traffic volumes, flows, and local human resources factors can influence assignments to different ACCs. It should be noted that social agreements, involving ANSPs, unions, Ministries of Finance, and Public Administration, will affect the figures related to the numbers of additional ATCOs to be recruited during RP3 and working conditions such as salaries, extra hours, and rostering.

For MUAC: More ATCO than anticipated have stopped working in OPS.

Terminal performance

Arrival ATFM delay (KPI#2)

Germany identifies a total of 15 airports as subject to RP3 monitoring (Flight Operation at Berlin-Tegel were suspended on 08/11/2020 and the airport was finally decommissioned on 05/05/2021.)
However, in accordance with IR (EU) 2019/317 and the traffic figures, only 7 of those airports must be monitored for pre-departure delays.
The Airport Operator Data Flow, necessary for the monitoring of these pre-departure delays, is established for the 8 airports required. Nevertheless, the quality of the reporting does not allow for the calculation of the ATC pre-departure delay at Cologne (EDDK) and Frankfurt (EDDF), with more than 60% of the reported delay not allocated to any cause.
In 2022, traffic at the ensemble of German airports under monitoring was still 30% lower with respect to 2019, regardless of a 53% increase versus 2021.
Average arrival ATFM delays in 2022 was 0.28 min/arr, same as in 2021.
ATFM slot adherence has improved (2022: 97.6%; 2021: 97.3%).

The most important delays at German airports in 2022 were observed at Cologne (EDDK: 2020: 0.03 min/arr.; 2021: 0.80 min/arr.; 2021: 1.31 min/arr.). 80% of these delays at Cologne were attributed to Aerodrome Capacity issues and distributed all over the year.

Frankfurt (EDDF: 2019: 0.69 min/arr.; 2020: 0.19 min/arr.; 2021: 0.19 min/arr.; 2022: 0.38 min/arr.) and Munich (EDDM: 2019: 0.25 min/arr.; 2020: 0.08 min/arr.; 2021: 0.13 min/arr.; 2022 0.22 min/arr.) showed delays mainly due to weather.
Leipzig (EDDP: 2020: 0.14 min/arr.; 2021: 0.31 min/arr.; 2022: 0.2 min/arr.) improved slightly and Erfurt showed some delays concentrated in one day in November, and associated with non-ATC disruptions.

The rest of German airports registered very low or nearly zero arrival ATFM delays in 2022.3. Arrival ATFM Delay – National TargetThe national target on arrival ATFM delay in 2022 was met.

All German airports showed adherence above 94% and the national average was 97.6%, a slight improvement with respect to 2021 (97.3%). With regard to the 2.4% of flights that did not adhere, 1.5% was early and 0.9% was late.
According to the German monitoring report there are no initiatives planned by DFS in this area.

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
Berlin Schönefeld NA 0.94 0.04 NA 97.7% 98.3% 99.3% NA% 0.04 0.32 0.27 NA 8.2 12.3 20.1 NA
Berlin-Tegel 0.05 NA NA NA 94.2% NA NA NA NA NA NA NA 6.7 NA NA NA
Bremen 0.01 0.02 0.01 NA 94.9% 92.5% 95.6% NA% 0.01 0.10 0.14 NA 3.4 4.9 11.1 NA
Dresden NA 0.00 0.06 NA 99.7% 98.8% 98.8% NA% 0.00 0.00 0.00 NA 7.9 9.0 12.0 NA
Düsseldorf 0.26 0.03 0.12 NA 95.8% 98.2% 98.0% NA% 0.11 0.03 0.10 NA 8.2 11.6 20.6 NA
Erfurt NA NA 0.22 NA 96.0% 97.4% 98.4% NA% 0.00 0.00 0.00 NA 4.8 7.8 14.4 NA
Frankfurt 0.19 0.19 0.38 NA 92.3% 96.4% 96.4% NA% 0.28 0.14 0.18 NA 16.5 20.4 27.9 NA
Hamburg 0.03 0.01 0.05 NA 97.5% 97.6% 97.8% NA% 0.08 0.12 0.34 NA 7.4 10.2 19.0 NA
Hannover NA 0.07 0.03 NA 95.9% 94.4% 94.2% NA% 0.01 0.08 0.26 NA 11.6 16.1 20.8 NA
Köln-Bonn 0.03 0.80 1.31 NA 97.2% 97.0% 97.8% NA% NA NA NA NA 10.8 16.7 25.7 NA
Leipzig 0.14 0.31 0.20 NA 98.9% 96.9% 99.0% NA% 0.16 0.12 0.12 NA 15.2 21.9 19.2 NA
München 0.08 0.13 0.22 NA 94.3% 96.9% 97.6% NA% 0.01 0.07 0.02 NA 7.3 9.0 16.7 NA
Münster-Osnabrück NA NA NA NA 97.1% 97.1% 96.8% NA% 0.00 NA 0.01 NA 8.6 9.9 10.6 NA
Nürnberg NA 0.01 NA NA 97.6% 97.7% 98.2% NA% 0.03 NA 0.17 NA 13.4 15.9 22.7 NA
Saarbrücken NA 0.00 NA NA 98.4% 98.7% 97.2% NA% 0.00 0.00 0.02 NA 3.3 6.3 14.4 NA
Stuttgart NA 0.02 0.08 NA 98.9% 98.9% 98.9% NA% 0.05 0.01 0.05 NA 6.9 9.0 13.7 NA

ATFM slot adherence

The share of unidentified delay reported by 2 of the 7 German airports subject to monitoring of this indicator in 2021 (Tegel is closed) has been above 40% for more than 2 months in the year, preventing the calculation of this indicator.
In order to improve the situation EUROCONTROL contacts regularly the airports to check on the status of the reporting and provide support in the final correct implementation of the APDF. EUROCONTROL is also part of an ACI sub-group (APN) that includes several airports and informs them regularly on data provision issues.
It should be noted that in 2022 three more airports were able to provide enough data quality for the calculation of the indicator (EDDH, EDDM, EDDS).
Hamburg (EDDH: 2022: 0.37 min/dep) and Berlin Brandenburg (EDDB: 2022: 0.27 min/dep) showed the highest values in Germany for this indicator. At the rest of airports these delays are very low.
According to the German monitoring report there are no initiatives planned by DFS in this area.

ATC pre-departure delay

The total (all causes) delay in the actual off block time at German airports in 2022 increased significantly at all airports. The highest pre-departure delays were observed at Frankfurt (EDDF: 2022: 27.93 min/dep) and Cologne (EDDK: 2022: 25.75 min/dep), resulting in the highest and third highest among the SES monitored airports in 2022.The worst delays per flight at these airports were observed in Summer.
According to the German monitoring report there are no initiatives planned by DFS in this area. The German monitoring report also mentions: All cause departure delay is very generic and ATFM delay is only a small contributor. Departure delay can be generated by ATFM en-route delay (not only local airport, but the complete Network) but also reactionary and turnaround delay, technical issues with the aircraft, airport operations, problems with passengers and or luggage, etc. In other words, it is not always possible to address a specific reason as this delay is quite generic.

All causes pre-departure delay

No data available: airport operator data flow not established, or more than two months of missing / non-validated data