Environment - Spain

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PRB monitoring

▪ Spain achieved a KEA performance of 3.26% compared to its target of 3.08% and did not contribute positively towards achieving the Union-wide target.

▪ The NSA states that despite the implementation of the projects outlined in the performance plan during 2023, the benefits have not yet been realised.

▪ Both KEP and SCR improved marginally in 2023 in comparison to 2022.

▪ The share of CDO flights increased marginally from 39.90% to 40.67% in 2023.

▪ During 2023, additional time in terminal airspace increased from 1.13 to 1.27 min/flight, while additional taxi out time decreased from 2.61 to 2.57 min/flight.

En route performance

Horizontal flight efficiency of the actual trajectory (KEA) (KPI#1), of the last filed flight plan (KEP) (PI#1) & shortest constrained route (SCR) (PI#2)

Terminal performance

Additional taxi-out time (AXOT) (PI#3) & Arrival Sequencing and Metering Area (ASMA) time (PI#4)

AXOT

The additional taxi out time (aggregated for the 6 airports monitored in RP3) decreased in 2023 by 1.5% in relation to the value of 2022.
At Barcelona (LEBL; 2019: 4.48 min/dep.; 2020: 1.84 min/dep.; 2021: 2.33 min/dep.; 2022: 3.6 min/dep.; 2023: 2.93 min/dep.) there was a significant improvement although the 2023 value was still right above the SES average of 2.81 min/dep.
On the contrary, Madrid (LEMD; 2019: 4.01 min/dep.; 2020: 2.12 min/dep.; 2021: 2.11 min/dep.; 2022: 2.57 min/dep.; 2023: 3.29 min/dep.) observed a significant deterioration.
According to the Spanish monitoring report: In general, the greatest increase throughout the year occurs in the high season months of each airport, variations in this indicator are related to traffic, especially at airports such as LEPA.
In 2023 taxi times at LEMD are higher than 2022 due to traffic increase, taxi RWY closure during April for maintenance and frequent adverse weather conditions during May, June and July. There is a peak in taxi time at LEBL in March (RWY06L/24R closure for maintenance purpose).
There is work in progress regarding the improvement of A-CDM in Madrid, Barcelona, Palma y Málaga:
- The project related to more accurate Taxi times/stand is almost finished.
- New TWR UPDATE A-DPI has already been implemented.
Although LEIB did not reach >80k movements in 2016-2018, it does in 2023 and is monitored together with these 6 airports as it is one of the airports considered in the Spanish performance plan (ESPP3) for RP3. In 2023 it reaches a value of 2,0, -8,7% lower than the 2022 value (2,19). The additional taxi out time (aggregated for the 7 airports monitored in RP3) has a value of 2,57 at the same level as in 2022 (2,61).

ASMA

The additional time in terminal area (aggregated for the 6 airports monitored in RP3) in 2023 increased by 13.2% in relation to the value of 2022.
Barcelona observed the highest increase in the additional ASMA times (LEBL; 2019: 2.58 min/arr.; 2020: 1.13 min/arr.; 2021: 1.07 min/arr.; 2022: 1.7 min/arr.; 2023: 2,03 min/arr.) resulting in the third highest value across the SES monitored airports. Madrid and Alicante also observed increases in 2023 but their additional ASMA times remained under the SES average of 1.16 min/arr.
Together with Barcelona, Palma(LEPA) and Gran Canaria (GCLP) also resulted in additional ASMA time above the SES average.
According to the Spanish monitoring report: In general, the greatest increase throughout the year occurs in the high season months of each airport, variations in this indicator are related to traffic, especially at airports such as LEPA.
High ASMA times during the early part of the year at LEMD due to new procedures in Madrid TMA and frequent adverse weather conditions during May, June and July. There is a peak in ASMA times at LEBL due to RWY06L/24R closure for maintenance in march.
Some restructuring projects are planned for the coming years in the main TMAs in Spain:
- PBN STARs and RNP APCH in Madrid TMA
- PBN SIDs, ILS & RNP APCH in Palma TMA
- Reorganization of Canarias TMA
Although LEIB did not reach >80k movements in 2016-2018, it does in 2023 and is monitored together with these 6 airports since it is one of the airports considered in the Spanish performance plan (ESPP3) for RP3. In 2023 it reaches a value of 0,86, -4% lower than the 2022 value (0,90). The additional time in terminal area (aggregated for the 7 airports monitored in RP3) has a value of 1,27 in 2023, 12% higher than the previous year (1,13).

Share of arrivals applying continuous descent operations (CDOs) (PI#5)

All airports had their share of CDO flights above the overall RP3 value in 2023 (28.8%), ranging from 29.0% (LEMD) to 52.4% (LEMG).
Ibiza (LEIB) had an increase of 2.0 percentage points while the values for Barcelona (LEBL) and Gran Canaria (GCLP) stayed almost the same.
Over the summer months, the share of CDO flights is generally lower.
According to the Spanish monitoring report: The share of arrivals applying continuous descent operation (aggregated for the 7 airports monitored in RP3) has remained at the same level as in 2022 (+1,9%), despite traffic levels are already at pre-pandemic levels.

In general, the greatest decrease throughout the year occurs in the high season months of each airport. Variations in this indicator are related to traffic, especially at airports such as LEPA.

The conditions of use of continuous descent procedures mean that the use of this type of procedure is not always compatible with the techniques used when it is necessary to manage medium/high traffic demands at airports/TMAs. Therefore, the authorisation of these procedures must be compatible with the airport’s operations in order to meet the demand without establishing restrictions. In the long term, there are plans to modify the structure of the CDA procedures currently published at some airports and to transfer to the arrival procedures section of the AIP the information to proceed with the continuous descent from some point of the STARs to the IAF, to some point of the intermediate approach or to the IF, thus maximising the use of these operations.

This PI is monitored by AESA. If significant deviations are found, the possible causes will be analysed by contacting the relevant stakeholder.

Airport level
Airport Name
Additional taxi-out time (PI#3)
Additional ASMA time (PI#4)
Share of arrivals applying CDO (PI#5)
2020 2021 2022 2023 2024 2020 2021 2022 2023 2024 2020 2021 2022 2023 2024
Alicante 0.70 1.15 1.49 1.39 NA 0.41 0.62 0.72 0.92 NA 45% 40% 37% 39% NA
Barcelona 1.84 2.33 3.60 2.93 NA 1.13 1.07 1.70 2.03 NA 39% 36% 34% 34% NA
Las Palmas 1.09 1.75 2.03 1.81 NA 0.84 1.08 1.29 1.23 NA 47% 43% 41% 41% NA
Ibiza 1.18 1.94 2.19 2.00 NA 0.61 1.05 0.90 0.86 NA 41% 31% 32% 34% NA
Madrid/Barajas 2.12 2.11 2.57 3.29 NA 0.62 0.52 0.64 0.89 NA 32% 28% 28% 29% NA
Malaga 1.39 2.20 2.56 2.00 NA 0.81 0.95 1.08 1.07 NA 54% 47% 50% 52% NA
Palma De Mallorca 0.69 1.83 2.32 2.41 NA 0.35 1.13 1.39 1.30 NA 47% 38% 37% 37% NA
Stockholm/Arlanda NA NA NA NA NA NA NA NA NA NA 43% NA NA NA NA
Geneva NA NA NA NA NA NA NA NA NA NA 19% NA NA NA NA
Zurich NA NA NA NA NA NA NA NA NA NA 21% NA NA NA NA

Civil-Military dimension

Update on Military dimension of the plan

Civil-Military coordination regarding Flexible Use of Airspace is on progress at strategic level established within the specific working group called UPEA inside CIDETRA (previous CIDETMA). Dissemination of progress on FUA to civil operators is considered an enabler to achieve Flight Plans using more efficient routes through the Civil Use of Release Airspace (CURA).
Spanish Air Force has been active participant in the general meetings to implement the Spanish Free Route Airspace Programme and an specific group composed by ENAIRE and Spanish Air Force was created in order to further improve the coordination for the implementation of FRA, with a special focus in ASM related matters. Furthermore, a close coordination work with the Network Manager is ongoing. A group of initiatives haven been implemented, such as the VPA, modulation of ARES and use of FUA-R.

Military - related measures implemented or planned to improve capacity

Based on the Principles of FUA, use of AUP and update in UUP is already well and robustly implemented as well as the tactical release of ARES in close coordination in between Civil and Military ACC ATCOs.
80% of implemtentation of the Spanish SCC transition plan has been completed. A civil-military procedure for creation of ARES of vriable vertical and lateral limits has been implemented. Further actions on improvements on civil military coordination for ad-hoc rquest or large exercises preparation have been on course. Spain Mil and Civ participate in OEP FUA initiatives as champoiosn is large exercise preparations.

Initiatives implemented or planned to improve PI#6

NSA monitors values and promotes a better adjustments on the booked them to the needs.2023 shows an increase of 7 points in the use percentage. It is worth to highlight that Spain provides with actual use figures, instead of ERSA.
The particularities of this indicator have been analyzed in our airspace since there are no monthly data published at SES portal and they are provided by the Spanish Air Force NSA.

Initiatives implemented or planned to improve PI#7

In the coming years, we expect to improve this PI with the definition of new FUA restrictions allowing new traffic flows through an RSA with military activity, the definition of adjustable boundary procedures, new modular RSAs, improvements in military RPAS activity management, etc. We also expect the implementation of FRA to improve flight planning through optimal routing.
This PI is monitored annually to evaluate the evolution of the indicators because our ANSP, ENAIRE, which provides the data to calculate the indicator, requests it from Eurocontrol and for the time being they are not in a position to request it on a more frequent basis. If significant deviations are found, the possible causes will be analysed by contacting the relevant stakeholder.

Initiatives implemented or planned to improve PI#8

In the coming years, we expect to improve this PI with the definition of new FUA restrictions allowing new traffic flows through an RSA with military activity, the definition of adjustable boundary procedures, new modular RSAs, improvements in military RPAS activity management, etc. We also expect the implementation of FRA to improve flight planning through optimal routing.
This PI is monitored annually to evaluate the evolution of the indicators because our ANSP, ENAIRE, which provides the data to calculate the indicator, requests it from Eurocontrol and for the time being they are not in a position to request it on a more frequent basis. If significant deviations are found, the possible causes will be analysed by contacting the relevant stakeholder.