Runway Performance Report 2020

Liège Airport RUNWAY PERFORMANCE REPORT 2020

member of FABEC / www.skeyes.be EXECUTIVE SUMMARY

Air Traffic Management (ATM) performance is Safety driven by four Key Performance Areas (KPAs): safety, capacity, environment and cost-efficiency. Two types of events are analysed in detail in this re- This report focuses on skeyes’ operations at Liège port, both giving a view on airport safety performance: Airport (ICAO code EBLG). Its aim is to provide skeyes’ missed approaches and runway incursions (RI). main stakeholders with traffic figures for 2020 Overall, the rate of missed approaches slightly and relevant data on the performance of skeyes increased in 2020. The increase is largely caused by operations at Liège Airport, namely on three of the a rise in missed approaches due to stormy weather four KPAs: safety, capacity and environment. with wind shear. Compared with 2019, much stronger winds were observed in 2020. Nevertheless, Traffic the number of missed approaches remained lower (in absolute number and rate) in 2020 than in 2017, Despite the COVID-19 crisis, traffic at Liège Airport when the instrument landing system (ILS) was only decreased by 1%. This decrease is caused by traf- upgraded from CAT I to CAT III for runway 04R, fic flying according to visual flight rules (VFR) drop- showing its added value. ping from 7,081 in 2019 to 5,120 in 2020, as restrictions The number and rate of runway incursions has on non-essential VFR traffic were imposed on 10th of increased in 2020. Six runway incursions have April 2020 and only lifted on 9th June 2020. been reported, two of which having air traffic Nevertheless, the amount of traffic flying according management (ATM) contribution. to instrument flight rules (IFR) traffic increased from Besides the missed approaches and runway incur- 36,370 in 2019 to 37,791 in 2020. This is thanks to the sions, there were also two notable runway events, one increase in cargo demand. Liège Airport plays a major satellite navigation signal jamming and an increase role in the needs of the European cargo market and in laser events reported. The two runway events were has been selected by the United Nations as one of their jet blasts caused by heavy aircraft crossing the runway global logistics hubs to deliver medical and humanitar- and which were still felt by the taking-off aircraft. ian material [1]. In addition to a higher turnover of medical and humanitarian material, an increase in e-com- All the safety related occurrences were discussed in merce was also visible [2], accounting for around 3,000 the local runway safety team (LRST). The LRST has more cargo flights in 2020 when compared with 2019. been established by skeyes and provides a discussion forum for all stakeholders. This way, each stakeholder Further details about the 2020 movements are given can more easily focus on possible actions to be in the first chapter of this report: the busiest month taken on his side. Furthermore, although the site of the year was October with 4,020 movements, with acceptance tests and validation suffered some delays 75% of the movements registered on runways 22L due to travel restrictions during 2020, the Advanced and 22R. Runways 04L and 04R were mostly used in Surface Guidance and Control System (A-SMGCS), April and May due to a large amount of south-west- comes into operation early 2021. This will allow better erly winds. Traffic levels throughout the year have awareness of ground movements and thereby help followed similar patterns over the past four years, to limit the number of runway incursions, with and with clearly marked peaks corresponding to the high without ATM contribution. nightly cargo activity from Mondays to Saturdays.

II Capacity and Punctuality at Liège Airport was 29,657 minutes and the delay of traffic departing from Liège Airport was 45,106 Capacity and delay go hand in hand when it comes mi-nutes. The huge decrease can be explained by to runway performance. As in previous years, the the large traffic decrease caused by the COVID-19 throughput capacity of the airport is analysed, pandemic. The air traffic network had many bottle- comparing actual traffic with the declared IFR necks which were not suited for the traffic volumes capacity. In an analysis of the 14 busiest peak hours, of the previous years and, therefore, causing much it was identified that on nine days the declared delay. With the removal of these bottlenecks due to capacity was almost reached or exceeded during the decrease in traffic, local factors, such as weather the departure waves. I.e. in nine of the 14 days, the at the airport, became the most dominant factors in number of movements per hour were 28 or higher, terms of delay. and of those movements at least 27 or more were departures, while the declared departure capacity for all runways is only 28 departures per hour. Environment

Punctuality is affected by delay. For Liège Airport a One of the factors influencing noise around the airport target was set until 2019 for the arrival delay, defined are the landing procedures. Continuous descent oper- as the average ATFM delay (in minutes) per flight, ations (CDO), also called green landings, increased at attributable to Liège tower and which is under the Liège Airport in 2020 for CDOs flown from flight level control of skeyes (CRSTMP). For 2020 no target 100 to 3000 feet, and remained similar for CDOs flown had been set. However the European Commission from flight level 60 to 3000 feet. The fluctuation of the published EU Implementing Regulation 2020/1627 CDO rate over the years is however hard to explain, as on 3rd November 2020, which may impact the target they are influenced by a multitude of factors. setting for Liège Airport for the period 2020-2024. Similarly, to what was successfully set up in Brussels In 2020 the amount of arrival delay caused by Liège in 2018, skeyes as one of the core partners, has par- tower was 2,658 minutes. All this delay was due to ticipated in the successful launch in September 2020 weather, resulting in a delay of 0.14 minutes per of the ‘Collaborative Environmental Management’ arrival. No delay was caused due to CRSTMP reasons. (CEM) at Liège Airport. The objective is to increase cooperation with airlines and the airport in undertak- Besides being delayed by Liège tower, flights to or ing joint initiatives that further reduce the environ- from Liège Airport can also be delayed by ATFM mental impact of airport operations. Stakeholders in measures in any ATC sector along their flight route; the discussions are Liège Airport, skeyes, SOWAER, i.e. en-route or at the other departure or arrival airport. and the main airlines at Liège Airport. 61%, 3,030 minutes, of delay of flights going to Liège Airport were due to AFTM regulations by skeyes. 39%, One of the main factors for runway use is the 1,719 minutes, of delay was caused by sectors of other wind. Wind records show a similar wind pattern air navigation service providers. For flights departing compared with 2019. One noticeable difference is Liège Airport a total of 5,685 minutes were registered, a larger amount of very strong winds. Especially in of which none were due to Liège tower, 46% due February 2020 very strong south-westerly winds en-route sectors of skeyes, and 54% due to sectors of were recorded. Regarding north-easterly winds, a other air navigation service providers. small increase to 2019 was observed. Most north- easterly winds were recorded in March, April and May Compared with last year, the delay has decreased explaining the high percentage of use of runways significantly. I.e. in 2019 the delay of traffic arriving 04L and 04R compared to runways 22L and 22R.

III THE COVID-19 PANDEMIC

The year 2020 is a year that was gravely scarred The Belgian government moved into the federal by the COVID-19 pandemic. In this section, a short phase of crisis management from 13th of March summary is provided to give the reader a timeline. and ordered the closure of schools, restaurants and This will be referred to further in the report in cafes, as well as cancellations of public gatherings support of certain statements. The year 2020 can be for sporting, cultural or festive purposes. [5] split in a period before the COVID-19 crisis and the COVID-19 crisis. This is visualised in Figure 0-1. At this point the measures by countries against COVID-19 and the precautionary actions by passen- The pandemic originated in Wuhan, China in De- gers caused flights to be suspended and airlines cember 2019. The Word Health Organisation (WHO) to operate ghost flights. The ghost flights were kept published a disease outbreak communication on in the air for the so-called ‘use it or lose it rules’ that the 5th of January 2020 to report a cluster of cases of stipulate that carriers have to use 80% of their allot- pneumonia with unknown cause in Wuhan, Hubei ted slots or they return to a common pot for a new Province. This was later identified as the coronavirus allocation for the next calendar year. In a reaction disease COVID-19 caused by the SARS-CoV-2 virus. to this, the European union suspended temporarily The first case outside China was reported on 13th of the rules that encouraged airlines to keep empty January 2020 in Thailand. [3] ghost flights in the air.

On the 24th of January 2020, France reported its Additional measures, based on the spread of COV- first confirmed COVID-19 case, the first in Europe. ID-19 in Belgium, were in place as of 18th of March The first case in Belgium was reported on 4th of with stricter social distancing measures, with February 2020. As of the 22nd of February, Italy non-essential travel prohibited, non-essential shops became the country with the most cases in Europe closed, gatherings banned, and penalties for any- and the third most cases worldwide, and on the 23rd one who failed to comply with the restrictions. [6] of February it introduced strict measures. [4] This event is used here as the start of the first wave of the COVID-19 pandemic in Belgium. On the 11th of March 2020, the WHO made the assessment that COVID-19 was to be characterized as a pandemic.

Figure 0‑1: COVID-19 timeline

Start of the year Start of 01 January 2020 COVID-19 crisis 18 March 2020

04 February 2020 First COVID-19 case in Belgium

IV On the 20th of March at 15:00 Belgium closed its In August-September 2020 the number of new borders to all non-essential travel further impacting COVID-19 infections per day began to rise again air travel. [7] Just like most airlines in the world, in Belgium, later to be identified as a second wave. Brussels Airlines suspended its commercial flights The start of the second wave is set on Monday the from the 21st of March 2020, first until the 19th of 31st of August 2020 based on the difference in the April, but finally delayed the start of the operations 7-day average of new cases and the hospitalizations. until the 15th of June 2020. [8] [9] This week was the first week after the first wave where both indicators were positive for the whole th On the 10 of April further restrictions on general week and stayed positive for two months (the rising aviation were imposed at Liège Airport. By NOTAM part of the second wave). In the recovery phase (notice to airmen) general aviation (non-essential both the trend in new cases and hospitalizations VFR traffic) was restricted with few exemptions to were less pronounced. [10] maintenance flights only and requesting permission to fly and filing a flight plan was mandatory. Those On the 30th of October, Belgium had the highest restrictions were only lifted on the 9th of June. infection rate in Europe, leading to a national lockdown introduced from the 2nd of November Beginning of May, Belgium started to gradually eased until the end of the year. Restrictions and measures the lockdown measures with the reopening of non- on travelling were again tightened on the 18th of essential shops (under certain conditions) on the 11th of December and the 30th of December 2020. [11] [12] May and reopening cafes and restaurants as of the 8th of June. Private business flights were allowed back in the aerodromes as of the 30th of April 2020.

Starting on the 15th of June 2020, commercial traffic picked up again. At this point, the number of cases was the lowest since the beginning of the pandemic, indicating the end of the first wave and the start of the recovery phase.

Start of COVID-19 End of the year second wave 31 December 2020 31 August 2020

22 June 2020 02 November 2020 Start of recovery phase Start of COVID-19 lockdown

V SYNOPSIS

Les performances de la gestion du trafic aérien De plus amples détails sur les mouvements en 2020 (ATM, Air Traffic Management) reposent sur figurent dans le premier chapitre de ce rapport : quatre domaines de performance clés (KPA, octobre a été le mois le plus dense de l’année avec Key Performance Areas) : la sécurité, la capacité, 4.020 mouvements, dont 75% des mouvements l’environnement et l’efficacité économique. Le enregistrés sur les pistes 22L et 22R. Les pistes présent rapport se focalise sur les opérations de 04L et 04R ont été surtout utilisées en avril et en skeyes à Liege Airport (code OACI : EBLG). Son mai en raison d’importants vents du sud-ouest. objectif est de fournir à nos principaux stakeholders Les niveaux de trafic tout au long de l’année ont les chiffres du trafic pour 2020 et des données suivi des tendances similaires au cours des quatre pertinentes sur la performance de nos opérations à dernières années, avec des pics clairement marqués Liege Airport, à savoir pour trois des quatre KPA : la correspondant à la forte activité de fret nocturne du sécurité, la capacité et l’environnement. lundi au samedi.

Trafic Sécurité

Malgré la crise du COVID-19, le trafic à Liege Airport Deux types d’évènements sont analysés dans n’a diminué que de 1%. Cette diminution est due au ce rapport, tous deux donnant un aperçu des trafic VFR (Visual Flight Rules, règles de vol à vue) performances de la sécurité aux aéroports : les qui est passé de 7.081 mouvements en 2019 à 5.120 approches interrompues et les incursions de piste mouvements en 2020, car des restrictions sur le (Runway Incursions, RI). trafic VFR non-essentiel ont été imposées le 10 avril 2020 et seulement levées le 9 juin 2020. Dans l’ensemble, le taux d’approches interrompues a légèrement augmenté en 2020. L’augmentation Cependant, le trafic IFR (Instrument Flight Rules, est en grande partie due à une hausse des règles de vol aux instruments) a augmenté, approches interrompues en raison d’un temps passant de 36.370 mouvements en 2019 à 37.791 orageux avec cisaillement de vent. Par rapport à mouvements en 2020, et ce grâce à l’augmentation 2019, des vents beaucoup plus forts ont été observés de la demande de fret. Liege Airport joue un rôle en 2020. Cependant, le nombre d’approches majeur dans les besoins du marché européen interrompues en 2020 est resté inférieur (au niveau du fret et a été sélectionné par les Nations Unies des chiffres absolus et du taux) à celui de 2017, comme l’un de leurs hubs logistiques mondiaux lorsque le système d’atterrissage aux instruments pour la livraison de matériel médical et humanitaire. (ILS, Instrument Landing System) a connu une mise [1] Outre une circulation plus élevée de matériel à niveau de CAT I à CAT III pour la piste 04R, ce qui médical et humanitaire, on remarque également prouve sa valeur ajoutée. une augmentation du commerce électronique [2], ce qui représente environ 3.000 vols de fret Le nombre et le taux d’incursions de piste ont supplémentaires en 2020 par rapport à 2019. augmenté en 2020. Six incursions de piste ont été signalées, dont 2 étaient imputables à la gestion du trafic aérien (ATM).

VI Outre les approches interrompues et les incursions La ponctualité est affectée par les retards. Pour Liege de piste, deux incidents significatifs de piste, un Airport, un objectif avait été fixé jusqu’en 2019 pour brouillage du signal de navigation par satellite les retards à l’arrivée, défini comme le retard ATFM et une augmentation des incidents laser, ont (Air Traffic Flow Management) moyen (en minutes) également été signalés. Les deux incidents de par vol, imputable à la tour de Liège et qui est sous le piste étaient dus au souffle des réacteurs de gros- contrôle de skeyes (CRSTMP, C- Capacity, R- Routing, porteurs traversant la piste et qui étaient encore S- Staffing, T- Equipment, M- Airspace Management, ressentis par les avions au décollage. P- Special Event). Pour 2020, aucun objectif n’a été fixé. Cependant, la Commission européenne a publié le Rè- Tous les événements liés à la sécurité ont fait glement d’exécution (UE) n° 2020/1627 le 3 novembre l’objet d’une discussion au sein du Local Runway 2020, ce qui pourrait avoir un impact sur la fixation de Safety Team (LRST). Le LRST a été créé par skeyes l’objectif pour Liege Airport pour la période 2020-2024. et constitue un forum de discussion pour tous les stakeholders. Ainsi, chaque stakeholder peut se En 2020, les retards à l’arrivée causés par la tour de concentrer plus facilement sur ses propres actions Liège s’élevaient à 2.658 minutes. Tous ces retards éventuelles à entreprendre. De plus, bien que les étaient dus aux conditions météorologiques, en- tests de réception sur site et la validation aient été traînant un retard de 0,14 minute par arrivée. Aucun retardés en raison des restrictions de voyage en 2020, retard n’était lié à des causes CRSTMP. l’Advanced Surface Guidance and Control System En plus d’être retardés par la tour de Liège, les vols (A-SMGCS) sera mis en service début 2021. Cela à destination ou en provenance de Liege Airport permettra de mieux tenir compte des mouvements peuvent également être retardés par des mesures au sol et de limiter ainsi le nombre d’incursions de ATFM dans n’importe quel secteur ATC sur leur itiné- piste, qu’elles soient ou non imputables à l’ATM. raire de vol, c.-à-d. en route ou à l’autre aéroport de départ ou d’arrivée. 61% (3.030 minutes) des retards Capacité et Ponctualité des vols à destination de Liege Airport étaient dus aux régulations ATFM par skeyes. 39% (1.719 minutes) Sur le plan de la performance des pistes, la capacité des retards ont été causés par des secteurs d’autres et les retards sont indissociables. Comme les années prestataires de services de navigation aérienne. Pour précédentes, on analyse la capacité de transport de les vols au départ de Liege Airport, un total de 5.685 l’aéroport en comparant le trafic réel à la capacité IFR minutes ont été enregistrées, dont aucune n’était due déclarée. Lors d’une analyse des 14 heures de pointe à la tour de Liège ; 46% étaient dus à des secteurs en avec la plus forte affluence, on a identifié que, en neuf route de skeyes et 54% à des secteurs d’autres presta- jours, la capacité déclarée a été presque atteinte ou taires de services de navigation aérienne. dépassée pendant les vagues de départ. Cela signifie Par rapport à l’année dernière, les retards ont que pendant neuf des quatorze jours, le nombre de considérablement diminué. En 2019, les retards mouvements par heure était de 28 ou plus, et sur ces du trafic à l’arrivée de Liège Airport s’élevaient à mouvements au moins 27 ou plus étaient des départs, 29.657 minutes et les retards du trafic au départ de tandis que la capacité de départ déclarée pour toutes Liège Airport s’élevaient à 45.106 minutes. L’énorme les pistes est seulement de 28 départs par heure. diminution peut s’expliquer par la forte baisse du

VII trafic causée par la pandémie de COVID-19. Le Environnement réseau de trafic aérien présentait de nombreux goulots d’étranglement qui n’étaient pas adaptés Les procédures d’atterrissage sont l’un des aux volumes de trafic des années précédentes, ce facteurs qui influencent les nuisances sonores qui a donc provoqué de nombreux retards. Suite à à l’aéroport. Les Continuous descent operations la disparition de ces goulots d’étranglement à cause (CDO), également appelées atterrissages verts, ont de la chute du trafic, les facteurs locaux, tels que la augmenté à Liege Airport en 2020 pour les CDO météo à l’aéroport, sont devenus le facteur le plus effectuées du niveau de vol 100 à 3.000 pieds, et prépondérant en ce qui concerne les retards. sont restées semblables pour les CDO effectuées du niveau de vol 60 à 3.000 pieds. La fluctuation du pourcentage de CDO au fil des années est cependant difficile à expliquer, car elles dépendent d’une multitude de facteurs.

VIII A l’instar de ce qui a été mis en place avec succès Le vent est l’un des principaux facteurs qui influent à Bruxelles en 2018, skeyes a participé, en tant que l’utilisation des pistes. Les relevés de vent montrent l’un des partenaires clés, au lancement réussi du une configuration de vent similaire à celle de Collaborative Environmental Management (CEM) 2019. Une différence notable est un plus grand à Liege Airport en septembre 2020. L’objectif est volume de vents très forts. Des vents du sud-ouest de renforcer la coopération avec les compagnies très forts ont surtout été enregistrés en février aériennes et l’aéroport en entreprenant des 2020. En ce qui concerne les vents du nord-est, initiatives conjointes qui réduisent davantage une légère augmentation par rapport 2019 a été l’impact environnemental des opérations observée. La plupart des vents du nord-est ont été aéroportuaires. Les stakeholders impliqués dans enregistrés en mars, avril et mai, ce qui explique le les discussions sont Liege Airport, skeyes, la pourcentage élevé d’utilisation des pistes 04L et SOWAER et les principales compagnies aériennes 04R par rapport aux pistes 22L et 22R. basées à Liege Airport.

IX COVID-19-PANDÉMIE

L’année 2020 est une année qui a été profondément Le 11 mars 2020, l’OMS a estimé que le COVID-19 impactée par la pandémie de COVID-19. Cette pouvait être qualifié de pandémie. Le gouvernement partie constitue un bref résumé afin de fournir une belge est passé en phase fédérale de gestion de crise chronologie au lecteur. On y fera référence plus loin à partir du 13 mars 2020 et a ordonné la fermeture dans le rapport pour appuyer certaines déclarations. des écoles, des restaurants et cafés ainsi que L’année 2020 peut être scindée en une période l’annulation des rassemblements publics à des fins avant la crise du COVID-19 et la crise du COVID-19. sportives, culturelles ou festives. [5] Ceci peut être visualisé sur l’Illustration 0-1. A ce stade, les mesures prises par les pays contre La pandémie trouve son origine à Wuhan, en le COVID-19 et les mesures de précaution prises par Chine, en décembre 2019. L’Organisation mondiale les passagers entraînent la suspension des vols et de la santé (OMS) a publié un communiqué sur l’exploitation de vols fantômes par les compagnies l’épidémie le 5 janvier 2020 pour signaler un groupe aériennes. Les vols fantômes sont maintenus dans de cas de pneumonie de cause inconnue à Wuhan, les airs dans le cadre de la règle du ‘créneau utilisé dans la province du Hubei. Celui-ci a ensuite ou perdu’ qui stipule que les transporteurs doivent été identifié comme la maladie à coronavirus utiliser 80% de leurs créneaux horaires alloués, (COVID-19), causée par le SARS-CoV-2. Le premier sinon ils retournent dans un pot commun pour cas hors de Chine a été signalé le 13 janvier 2020 l’année civile suivante pour les créneaux lucratifs. en Thaïlande. [3] En réaction à cela, l’Union européenne a suspendu temporairement les règles qui encouragent les Le 24 janvier 2020, la France a signalé son premier compagnies aériennes à opérer des vols fantômes cas confirmé de COVID-19, le premier en Europe. Le vides dans les airs. premier cas en Belgique a été signalé le 4 février 2020. A partir du 22 février 2020, l’Italie devient le pays qui Des mesures supplémentaires, basées sur compte le plus de cas en Europe et le troisième pays la propagation du COVID-19 en Belgique, le plus touché dans le monde ; le 23 février 2020, elle ont été mises en place à partir du 18 mars 2020 met en place des mesures strictes. [4] avec des mesures de distanciation sociale plus strictes, l’interdiction des voyages non essentiels, la fermeture des magasins non essentiels,

Illustration 0-1 : Chronologie du COVID-19

Début de l’année Début de la crise 1 janvier 2020 du COVID-19 18 mars 2020

4 février 2020 Premier cas de COVID-19 en Belgique

X l’interdiction des rassemblements et des sanctions étaient à nouveau autorisés dans les aérodromes pour toute personne qui ne respecte pas les à partir du 30 avril 2020. restrictions. [6] Cet événement est utilisé ici comme Le trafic commercial a repris à partir du 15 juin 2020. le début de la crise de la pandémie de COVID-19. A ce stade, le nombre de cas était le plus bas depuis Le 20 mars 2020 à 15h heure locale, la Belgique le début de la pandémie, ce qui indique la fin de la a fermé ses frontières à tous les voyages non première vague et le début de la phase de reprise. essentiels, ce qui a eu un impact supplémentaire En août-septembre 2020, le nombre de nouvelles sur le transport aérien. [7] Comme la plupart des infections au coronavirus par jour a recommencé compagnies aériennes dans le monde, Brussels à augmenter en Belgique. Cette augmentation Airlines a suspendu ses vols commerciaux, sera identifiée plus tard comme la deuxième initialement à partir du 21 mars 2020 jusqu’au 19 vague. Le début de la deuxième vague est fixé avril 2020, mais a finalement reporté le début des au lundi 31 août 2020 sur base de l’évolution de la opérations au 15 juin 2020 [8] [9]. moyenne sur sept jours de nouveaux cas COVID-19 Le 10 avril 2020, des restrictions supplémentaires et d’hospitalisations. Cette semaine a été la ont été imposées à l’aviation générale à Liege première semaine après la première vague où les Airport. Sur base d’une NOTAM (Notice To Airmen), deux indicateurs étaient positifs pendant toute la l’aviation générale (trafic VFR non essentiel), semaine et le restaient pendant deux mois (la partie avec quelques exceptions, se limitait uniquement ascendante de la deuxième vague). Dans la phase aux vols de maintenance et il était obligatoire de reprise, la tendance au niveau des nouveaux cas de demander une autorisation de vol et de déposer et des hospitalisations était moins prononcée. [10] un plan de vol. Ces restrictions n’ont été levées Le 30 octobre 2020, la Belgique a enregistré le taux que le 9 juin. d’infection le plus élevé d’Europe, ce qui a conduit Début mai, la Belgique a commencé à assouplir à un confinement national, instauré le 2 novembre progressivement les mesures de confinement en 2020 et qui a été prolongé au-delà de 2020 avec des rouvrant les magasins non essentiels (sous certaines restrictions et des conditions de déplacement renfor- conditions) le 11 mai 2020 et les cafés et restaurants cées le 18 décembre et le 30 décembre 2020. [11] [12] à partir du 8 juin 2020. Les vols d’affaires privés

Début de la deuxième Fin de l’année vague du COVID-19 31 décembre 2020 31 août 2020

22 juin 2020 2 novembre 2020 Début de la phase de reprise Début du confinement COVID-19

XI TABLE OF CONTENTS 1. Traffic 1 Overview 2 Traffic Patterns 4 Runway Use 6 Cargo: Increase in operations 10

2. Safety 13 Missed Approaches 15 Runway Incursions 20 Other Noteworthy Incidents 22 Improvements And Recommendations 23

3. Capacity & Punctuality 25 Airport Capacity 26 Punctuality 28

4. Environment 37 Continuous Descent Operations 38 Wind Patterns 42

Annex 45 Annex 1: Monthly overview of arrivals and departures at peak hours 46 Annex 2: Bibliography 52 Annex 3: Fact sheet 53

Traffic / XIII LIST OF FIGURES Figure 0‑1: COVID-19 timeline IV Illustration 0-1 : Chronologie du COVID-19 X Figure 1-1: Total monthly movements per year 2 Figure 1-2: Average hourly IFR and VFR movements in 2020 (local time) 4 Figure 1-3: Average hourly movements per weekday in 2020 (local time) 5 Figure 1-4: Runway use per year (22L and 22R, and 04L and 04R combined) 6 Figure 1-5: Share of runway use per year between runways 04L and 04R, and 22L and 22R 7 Figure 1-6: Number of movements per year on runways 04L and 22R 7 Figure 1-7: Runway use per month in 2020 (22L and 22R, and 04L and 04R combined) 8 Figure 2-1: Missed approaches 2020 per cause 15 Figure 2-2: Rates of missed approaches per 1,000 arrivals, per year 16 Figure 2-3: Missed approaches divided in day and night arrivals, per year per runway 16 Figure 2-4: Rates of missed approaches for runways 04R and 22L per year, and with day and night separation 17 Figure 2-5: Runway incursions in 2020 per month, per category 20 Figure 2-6: Runway incursions 2017-2020, per year, per category 21 Figure 2-7: Rates of runway incursions per 100,000 movements, per year 21 Figure 2-8: Laser events at Liège Airport per year 22 Figure 3-1: Arrivals, departures and declared capacities during busiest peak hours in 2020 27 Figure 3-2: Arrival delay KPI at Liège Airport for 2017-2020, per year 29 Figure 3-3: ATFM delay in 2020 of arriving flights attributable to skeyes and other ANSPs 30 Figure 3-4: ATFM delay per year of arriving flights attributable to skeyes and other ANSPs 31 ...

Traffic / XV

Figure 3-5: ATFM delay in 2020 of departing flights attributable to skeyes and other ANSPs 32 Figure 3-6: ATFM delay per year of departing flights attributable to skeyes and other ANSPs 33 Figure 3-7: Delayed arriving flights in 2020 per category 34 Figure 3-8: Delayed departing flights in 2020 per category 35 Figure 4-1: CDO Fuel flown per year as percentage of arrivals 38 Figure 4-2: CDO Noise flown per year as percentage of arrivals 39 Figure 4-3: Total number of CDO Fuel and CDO Noise flown per year 39 Figure 4-4: CDO Fuel and CDO Noise flown per runway per year as percentage of arrivals 40 Figure 4-5: Wind roses Liège Airport 2017-2020 42 Figure 4-6: Wind roses Liège Airport for the months February, March, April, and May 2020 43

Traffic / XVII LIST OF TABLES Table 1-1: Total monthly movements per year 3 Table 1-2: Arrivals per Runway in 2020 8 Table 1-3: Departures per Runway in 2020 8 Table 2-1: Causes of missed approaches on runway 04R, per year, top five causes in 2020 18 Table 2-2: Causes of missed approaches on runway 22L, per year, top five causes in 2020 19 Table 3-1: Declared IFR capacity 27 Table 3-2: Number of arrivals and arrival delay at Liège Airport for 2017-2020, per year, per cause 29 Table 3-3: ATFM delay per year of arriving flights attributable to skeyes and other ANSPs 31 Table 3-4: ATFM delay per year of departing flights attributable to skeyes and other ANSPs 32

Traffic / XIX ACRONYMS ACFT: Aircraft EBLG: Liège Airport ICAO Code AMC: Acceptable Means of Compliance ETOT: Estimated Take-off Time AMS: Airport Movement System FOD: Foreign Object Debris ANSP: Air Navigation Service Provider GNSS: Global Navigation Satellite System A-SMGCS: Advanced-Surface Movement ICAO: International Civil Aviation Guidance and Control System Organization ATC: Air Traffic Control IFR: Instrument Flight Rules ATCO: Air Traffic Control Officers ILS: Instrument Landing System ATFM: Air Traffic Flow Management LRST: Local Runway Safety Team ATM: Air Traffic Management NM: Network Manager, EUROCONTROL BIPT: Belgian Institute for Postal Services NOTAM: Notice to Airmen and Telecommunications MCT: Maximum Throughput Capacity BCAA: Belgian Civil Aviation Authority MVT: Mixed Volume Traffic CCO: Continuous Climb Operations PRU: Performance Review Unit, CDO: Continuous Descent Operations EUROCONTROL CEM: Collaborative Environmental RAT: Risk Analysis Tool Management RI: Runway Incursion COVID-19: Coronavirus disease 2019 RNP: Radio Navigation Performance CRSTMP: C-Capacity, R-Routing, S-Staffing, RWY: Runway T- Equipment, M- Airspace Management, P- Special Event TWR: Tower CTOT: Calculated Take-off Time VFR: Visual Flight Rules CTR: Control Zone Wx: Weather EASA: European Union Aviation Safety Agency

Traffic / XXI

1. TRAFFIC

In this chapter, the traffic at Liège Airport is presented, as recorded by the Airport Movement System (AMS) developed by skeyes. The AMS records the movements at an aerodrome and within its Control Zone (CTR), which are defined as an aircraft either crossing the CTR, landing or taking off at the aerodrome. The figures presented throughout the report consider a movement as a take-off or landing of all traffic. As this report considers runway performance, movements such as crossings of CTRs are not considered. As such1: y one take-off = one movement y one landing = one movement y one touch-and-go = two movements

1 As per BCAA’s aerodrome movement definition Overview

The number of aircraft movements for the last four 2,000 movements. The decrease of VFR traffic, years are as follows: which is the lowest observed since 2017, is due to the impact of COVID-19 . From mid-March until y 2017: 38,677 (33,509 IFR; 5,168 VFR); the begin of May 2020 the Government restricted y 2018: 41,771 (36,104 IFR; 5,667 VFR); the Belgian airspace for VFR traffic with a few y 2019: 43,451 (36,370 IFR; 7,081 VFR); exceptions. Therefore, there were low numbers y 2020: 42,911 (37,791 IFR; 5,120 VFR). of VFR traffic observed in this period.

As opposed to the increasing traffic trend of the last The highest traffic in 2020 was observed in October, years, the total number of movements decreased and it was the second busiest month of the past slightly in 2020 compared with the previous year. four years with 4,020 movements. See Figure 1-1 While the IFR traffic increased by about 1,400 and Table 1-1 for the details per month. movements, the VFR traffic decreased by about

4,500

4,000

3,500

3,000

2,500

2,000 Movements 1,500

1,000

500

0 2017 2017 2017 2017 2017 2017 2017 2017 2017 2017 2017 2017 2019 2019 2019 2019 2019 2019 2019 2019 2019 2019 2019 2019 2018 2018 2018 2018 2018 2018 2018 2018 2018 2018 2018 2018 2020 2020 2020 2020 2020 2020 2020 2020 2020 2020 2020 2020 JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC

IFR VFR

Figure 1-1: Total monthly movements per year

2 / Traffic Table 1-1: Total monthly movements per year

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Total

2017 2,441 2,369 2,804 2,619 2,887 2,905 2,876 2,904 2,996 2,914 3,041 2,753 33,509

2018 2,864 2,646 3,103 2,821 3,212 3,147 3,042 3,124 3,063 3,254 3,096 2,732 36,104

2019 2,973 2,758 3,087 2,916 3,119 2,929 3,160 2,947 3,038 3,298 3,110 3,035 36,370 IFR

2020 2,967 2,796 3,057 2,469 3,126 2,978 3,202 3,283 3,282 3,574 3,446 3,611 37,791

2020 vs 0% 1% -1% -15% 0% 2% 1% 11% 8% 8% 11% 19% 4% 2019

2017 374 350 553 277 507 532 291 507 637 435 530 175 5,168

2018 348 424 392 578 862 578 527 499 391 327 251 490 5,667

2019 362 633 625 725 714 740 575 579 908 470 388 362 7,081 VFR

2020 320 399 248 106 243 629 803 728 676 446 298 224 5,120

2020 vs -12% -37% -60% -85% -66% -15% 40% 26% -26% -5% -23% -38% -28% 2019

2017 2,815 2,719 3,357 2,896 3,394 3,437 3,167 3,411 3,633 3,349 3,571 2,928 38,677

2018 3,212 3,070 3,495 3,399 4,074 3,725 3,569 3,623 3,454 3,581 3,347 3,222 41,771

2019 3,335 3,391 3,712 3,641 3,833 3,669 3,735 3,526 3,946 3,768 3,498 3,397 43,451 Total

2020 3,287 3,195 3,305 2,575 3,369 3,607 4,005 4,011 3,958 4,020 3,744 3,835 42,911

2020 vs -1% -6% -11% -29% -12% -2% 7% 14% 0% 7% 7% 13% -1% 2019

Traffic / 3 Traffic Patterns

Figure 1-2 shows the average IFR and VFR traffic throughout the day, two peaks can be identified throughout the hours of the day, in local time, for IFR traffic. The first peak, at midnight, pictures in 2020. The movement pattern is similar to the the arrival wave of cargo flights and the second, previous years. While there are few VFR flights at 04:00, shows the departures of those flights.

Average Movements 4

0 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23

Hour of day

VFR 2020 IFR 2020

Figure 1-2: Average hourly IFR and VFR movements in 2020 (local time)

The traffic pattern at Liège Airport can also be Sunday is the day with the least traffic, with an av- decomposed depending on the days of the week, erage of less than six movements per hour through- as shown in Figure 1-3. From Tuesday to Friday, the out the day. On Monday mornings, the aircraft that traffic is similar. These days are therefore grouped did not depart on Sunday take off continuously on the graph and the two peaks mentioned above between 00:00 and 04:00. Around 23:00, traffic can be identified. On Saturdays, the midnight peak numbers rise again to reach the departure peaks still appears, but very few departures happen. of Tuesday nights.

4 / Traffic 25

10 Average Movements 5

0 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23

Hour of day

Mon Tue-Fri Sat Sun

Figure 1-3: Average hourly movements per weekday in 2020 (local time)

Traffic / 5 Runway Use

There are two parallel runways at Liège Airport, In Figure 1-4 it can be seen that most used runways 04L/22R and 04R/22L. Their use depends on several were runways 22L/R which registered about 75% of factors. Main factors are wind direction, airport lay- the movements in 2020, while runways 04L/R only out and approach and departure routes. For exam- served 25% of the movements. This is similar to the ple, due to their proximity, the runways are called years 2017 and 2019. Only in 2018 runways 04L/R dependable runways, meaning only one runway at were used for more than 30% of the movements. a time may be used; i.e. either 04L or 04R. Hence, in The reason for the usually higher use of runways the capacity analysis in section 3.1 runways 04L and 22L/R is the wind direction, as the wind at Liège 04R are summarised as runway 04, and 22L and 22R Airport is mainly observed from a south-westerly are summarised as runway 22. direction. This can also be seen in section 4.2 (Wind Patterns).

50,000

45,000

40,000 24.1% 25.5% 35,000 24.0% 31.9% 30,000

25,000

Movements 20,000 75.9% 74.5% 15,000 76.0% 68.1% 10,000

5,000

0 2017 2018 2019 2020 RWY 04 (L&R) 9,294 13,312 10,490 10,929 RWY 22 (L&R) 29,383 28,459 32,961 31,982

Figure 1-4: Runway use per year (22L and 22R, and 04L and 04R combined)

Although runways 04L/22R and 04R/22L are easily applies to the ratio of runway 22R to 22L and abso- interchangeable, the preference at Liège Airport is lute number of movements of runway 22L. This can runway 04R/22L, as it is longer than 04L/22R and is be seen in Figure 1-5 and Figure 1-6. It can be noted equipped with CAT III instrument landing systems that runway 04L/22R is usually only used when (ILS). I.e. the ratio of use of runway 04L to use of runway 04R/22L is blocked; i.e. due to runway and runway 04R decreased compared with 2019, as well taxiway works, maintenance of equipment, etc. as the absolute number of movements. The same

6 / Traffic 100% 3.2% 8.4% 5.4% 13.6% 90% 80%

70%

60%

95.2% 98.8% 97.4% 98.0% 50% 96.8% 91.6% 94.6%

Movements 86.4% 40% 30%

20%

10% 4.8% 1.2% 2.6% 2.0% 0% 2017 2018 2019 2020 2017 2018 2019 2020

RWY 04 RWY 22

L R

Figure 1-5: Share of runway use per year between runways 04L and 04R, and 22L and 22R

4,500 4,000 3,500 3,000 2,500 2,000 4,010

Movements 1,500 2,395 1,000 1,772 500 1,022 446 276 0 155 216 2017 2018 2019 2020 2017 2018 2019 2020

RWY 04L RWY 22R

Figure 1-6: Number of movements per year on runways 04L and 22R

Traffic / 7 The runway use per month in 2020 can be found in mostly in use in April and May. The reason were Figure 1-7. The arrivals and departures per runway north-easterly winds. More information about the per month can be found in Table 1-2 and Table 1-3. wind patterns can be found in section 4.2. It can be clearly seen that runways 04L&R were

100%

90%

80%

70%

60%

50%

40% Movements 30%

20%

10%

0% JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC RWY 04 (L&R) 420 171 1,146 1,555 2,200 1,214 1,097 712 1,190 709 250 265 RWY 22 (L&R) 2,867 3,024 2,159 1,020 1,169 2,393 2,908 3,299 2,768 3,311 3,494 3,570

Figure 1-7: Runway use per month in 2020 (22L and 22R, and 04L and 04R combined)

Table 1-2: Arrivals per Runway in 2020

Arrivals in 2020 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Total

04L 2 3 1 8 32 10 15 5 10 5 4 1 96

04R 221 77 568 771 1,070 577 525 398 569 379 136 136 5,427

22L 1,373 1,459 1,041 504 573 1,146 1,402 1,544 1,320 1,572 1,691 1,748 15,373

22R 36 67 32 11 13 65 64 61 78 59 35 35 556

Total 1,632 1,606 1,642 1,294 1,688 1,798 2,006 2,008 1,977 2,015 1,866 1,920 21,452

Table 1-3: Departures per Runway in 2020

Departures in 2020 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Total

04L 3 5 6 7 28 22 21 10 12 4 1 1 120

04R 194 86 571 769 1,070 605 536 299 599 321 109 127 5,286

22L 1,437 1,451 1,062 497 569 1,127 1,378 1,638 1,302 1,635 1,735 1,756 15,587

22R 21 47 24 8 14 55 64 56 68 45 33 31 466

Total 1,655 1,589 1,663 1,281 1,681 1,809 1,999 2,003 1,981 2,005 1,878 1,915 21,459

8 / Traffic 100%

90%

80%

70%

60%

50%

40% Movements 30%

20%

10%

Figure 1-7: Runway use per month in 2020 (22L and 22R, and 04L and 04R combined)

Table 1-2: Arrivals per Runway in 2020

Arrivals in 2020 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Total

04L 2 3 1 8 32 10 15 5 10 5 4 1 96

04R 221 77 568 771 1,070 577 525 398 569 379 136 136 5,427

22L 1,373 1,459 1,041 504 573 1,146 1,402 1,544 1,320 1,572 1,691 1,748 15,373

22R 36 67 32 11 13 65 64 61 78 59 35 35 556

Total 1,632 1,606 1,642 1,294 1,688 1,798 2,006 2,008 1,977 2,015 1,866 1,920 21,452

Table 1-3: Departures per Runway in 2020

Departures in 2020 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Total

04L 3 5 6 7 28 22 21 10 12 4 1 1 120

04R 194 86 571 769 1,070 605 536 299 599 321 109 127 5,286

22L 1,437 1,451 1,062 497 569 1,127 1,378 1,638 1,302 1,635 1,735 1,756 15,587

22R 21 47 24 8 14 55 64 56 68 45 33 31 466

Total 1,655 1,589 1,663 1,281 1,681 1,809 1,999 2,003 1,981 2,005 1,878 1,915 21,459

Traffic / 9 Cargo: Increase in operations

Liège Airport plays a major role in the needs of the European cargo market. I.e. in 2020 Liège Airport has been selected by the United Nations as one of their global logistics hubs to deliver medical and humanitarian material [1]. As such, while the number of passenger flights plummeted in Belgium due to the COVID-19 crisis, the number of cargo operations at Liège Airport increased. Based on a refined, more accurate calculation method, following the air traffic market segment rules (STATFOR/EUROCONTROL) and flight plan information captured by skeyes’ airport movement system, the number of cargo operations have been re-calculated for the years 2019 and 2020. The results show that the number of cargo movements have increased from about 29,000 in 2019 to almost 32,000 in 2020. In terms of market share of IFR flights at Liège Airport this is an increase from 80 to 84%2.

2 Note, in the Runway Performance Report EBLG 2019, the market share of cargo operations of IFR flights at Liège Airport was stated as 88%. The difference can be ex‑ plained due to more detailed information available and refined calculation method; for example filtering out maintenance flights.

10 / Traffic Traffic / 11 12 / Traffic 2. SAFETY

This chapter is divided into four topics: missed approaches, runway incursions, other noteworthy incidents and improvements and recommendations.

The missed approaches covered in the following chapter are based on internal logging made by the air traffic control officers (ATCOs). As such the quality and accuracy of the available information is commensurate with the level of reporting. These logs of missed approaches are not considered as safety occurrences. They are an operational solution allowing to maintain safety margins when the approach cannot be continued for a safe landing. At the same time, particularly during peak hours at busy airports, they also increase the traffic complexity and the residual safety risk. It could be argued that missed approaches are a hybrid leading indicator, and that by analysing the reasons leading to this type of procedure, it can be examined whether there are any systemic deficiencies in a technical equipment, in a procedure or in manner in which ATCOs and/or pilots apply these procedures.

The runway incursions are a lagging runway safety indicator. The runway incursions and other noteworthy incidents are safety occurrences. These are subject to a risk classification using the Risk Analysis Tool (RAT) methodology to assess the contribution that skeyes had in the chain of events (in accordance with EU Regulation 376/2014 and EU Regulation 2019/317). The following sections indicate the severity classification that was derived from the calculated RAT risk for the safety occurrences. The following definitions apply for the severity classification, which are in accordance with the acceptable means of compliance (AMC) of the European Union Aviation Safety Agency (EASA) . Severity Classification Description A – Serious incident An incident involving circumstances indicating that an accident nearly occurred. An incident associated with the operation of an aircraft, in which the safety of the aircraft may have been compromised, having led to a near collision between aircraft, with ground B – Major incident or obstacles (i.e. safety margins were not respected; in this case, not as a result of an air traffic control (ATC) instruction). An incident involving circumstances indicating that an accident, or a serious or major inci- C – Significant incident dent could have occurred if the risk had not been managed within the safety margins, or if another aircraft had been in the vicinity. Insufficient information was available to determine the severity, or inconclusive or conflict- D – Not determined ing evidence precluded such determination (RAT RF < 70 %). E – No safety effect An incident which has no safety effect. N – No ATM ground No system, procedure or person involved in the provision of ATC services initiated or con- contribution tributed to the incident.

14 / Safety Missed Approaches

Missed approaches are performed according to fore indicate which measures are to be taken to published procedures, under the instructions of the improve the safety of air navigation service provi- air traffic controller or they are initiated by the pilot sion. All missed approaches are recorded by cause when the approach cannot be continued for a safe of event, and the internal reporting is done by the landing. Besides the discomfort for passengers and ATCOs. The missed approaches are monitored crew, the missed approaches increase the air traffic on a weekly basis. This report gives a yearly overview management complexity. The number of missed and a comparison over four years for each runway approaches and particularly their cause can there- at Liège Airport (runways 04L, 04R, 22L, 22R).

Overview

In 2020 there were 60 missed approaches. Figure 2-1 approaches at Liège Airport. The reason for the shows the number of missed approaches per cause large amount of missed approached due to ‘thun- and the respective percentage of the total number. derstorm – windshear’ is likely due to the increase in It is clear that ‘thunderstorm – windshear’, unsta- heavy winds compared with the previous years, as ble approaches and aircraft technical problems are can be seen in section 4.2 (Wind Patterns). the main reasons accounting for 76% of the missed

D : ACFT with technical A : Too close behind problems, 10, 17% preceding, 4, 7% B : Previous landing on the RWY, 2, 3%

C : Departing trafﬁc on the RWY, 2, 3% I : Wx - thunderstorm - Windshear, 14, 23% O : Other, 2, 3%

G : Tail wind, 1, 2%

H : Wx - visibility, 1, 2% L : Taken out of sequence, 1, 2% Unstable Approach, 22, P : FOD on the RWY, 1, 2% 36%

Figure 2-1: Missed approaches 2020 per cause

The rate of missed approaches is compared over the aerodrome movement definition. Overall, the rate period from 2017 until 2020 in Figure 2-2. The num- of missed approaches increased slightly in 2020, ber of arrivals is provided by the AMS under but remains below values from 2017 and 2018. the BCAA’s (Belgian Civil Aviation Authority)

Safety / 15 4.5

3.96 4

3.5

2.97 3 2.80 2.67 2017 2.5 2018 2019 2 2020 1.5

Missed approaches per 1,000 arrivals 0.5

Figure 2-2: Rates of missed approaches per 1,000 arrivals, per year

Besides the overall number and rate of missed In Figure 2-3 it can be seen that the absolute approaches, Figure 2-4 gives an overview of the number of missed approaches remained stable missed approaches per runway per year and divi- for runways 04L, 04R and 22R, while there is a con- ded into day and night. Separation between day tinous trend of increase for runway 22L, where the and night is given, because at Liège Airport most missed approaches at night decreased and at day traffic occurs at night. Night is defined to be be- increased in 2020. tween 22:00 and 06:00 local time.

50 45 40 35 30 25 20 15 10 Missed approaches 5 0 7 8 9 0 7 8 9 0 7 8 9 0 7 8 9 0 1 1 1 1 1 1 1 1 1 1 1 1 2 2 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2

04L 04R 22L 22R

Day Night

Figure 2-3: Missed approaches divided in day and night arrivals, per year per runway

16 / Safety However, putting it in perspective with the number and decreased during the night. Note that runways of arrivals, Figure 2-4 clearly shows that the total 04L and 22R have been omitted from the figure, missed approach rates per runway remained stable, as the small number of arrivals, 96 and 556 though increasing for runway 22L. But it can be dis- of the total 21,452 respectively, is too small for tinguished that for runways 04L and 22R the missed a statistically reasonable calculation of their rates. approach rate increased for arrivals during the day

0 7 8 9 0 7 8 9 0 1 1 1 1 1 1 2 2 0 0 0 0 0 0 0 0 2 2 2 2 2 2 2 2 Rate of Missed approaches per 1000 arrivals

04R 22L

Day Night Total

Figure 2-4: Rates of missed approaches for runways 04R and 22L per year, and with day and night separation

Runway 04R

The amount of missed approaches on runway 04R with technical problems’ and ‘thunderstorm – remained at 15 in 2020 and the missed approach windshear’ are following closely. rate decreased from 2.86 to 2.76. Table 2-1 shows The CAT I ILS on runway 04R was replaced in 2017 the top five causes of missed approaches in 2020 with one that is CAT III certified. The replacement for runway 04R. The table also shows the number of caused a decrease of the number of missed ap- missed approaches with these reasons in the previ- proaches caused by low visibility conditions from ous three years, 2017 until 2019, and the percentage 11 in 2017 to only one in 2018. In 2019 and 2020 the of the total missed approaches attributable to these number remained at one, demonstrating the added causes. As in 2019 ‘unstable approach’ is the main value of the improvement. cause for missed approaches, but reasons ‘aircraft

Safety / 17 Table 2-1: Causes of missed approaches on runway 04R, per year, top five causes in 2020

2017 2018 2019 2020 Total missed approaches 38 24 15 15

Unstable Approach 7 10 10 5 D : ACFT with technical problems 5 1 1 4 I : Wx - thunderstorm - Windshear 1 1 4 A : Too close behind preceding 2 2 1 1 H : Wx - visibility 11 1 1 1 part top 5 causes of 2020 66% 63% 93% 100%

Runway 22L

Table 2-2 shows the total missed approaches on – windshear’ and aircraft technical problems, while runway 22L per year, the top five reasons in 2020 at the same time the number one reason for missed and the number of missed approaches for these approaches, unstable approaches, decreased. reasons in the previous three years, 2017 until 2019, Besides, it can also be seen that the number of as well as the percentage of the total missed ap- missed approaches due to a previous landing on proaches attributable to these causes. A continuous the runway remained low at two in 2020, just like increase of missed approaches is seen for this run- in 2019, while the number was very high, 11, in 2018 way both in absolute numbers and in rates, as the due to aircraft missing the C2/C0 exit and having to missed approach rate increased from 2.66 to 2.86. backtrack in order to vacate. The main reasons for it in 2020 are ‘thunderstorms

18 / Safety Table 2-2: Causes of missed approaches on runway 22L, per year, top five causes in 2020

2017 2018 2019 2020 Total missed approaches 33 35 41 44

Unstable Approach 13 10 25 16 I : Wx - thunderstorm - Windshear 1 3 3 10 D : ACFT with technical problems 5 3 2 6 A : Too close behind preceding 1 2 3 B : Previous landing on the RWY 3 11 2 2 part top 5 causes of 2020 70% 77% 83% 84%

Runway 04L Runway 22R

Due to the low amount of arrivals (less than 1% In 2020, there was no missed approach reported of the arrivals over four years), this runway had two for runway 22R. This runway is not used very often missed approaches between 2017 and 2020, for arrivals, hence the low number of missed one in 2019 caused by weather conditions approaches. (I: Wx – Thunderstorm – Windshear), and one in 2020 caused by an unstable approach.

Safety / 19 Runway Incursions

According to ICAO (International Civil Aviation According to AMC three of EU Regulation 2019/317, Organization) Doc 4444 – PANS–ATM, a runway the ‘incorrect presence’ is defined as “the unsafe, incursion (RI) is defined as “Any occurrence unauthorised or undesirable presence, or move- at an aerodrome involving the incorrect presence ment of an aircraft, vehicle, or pedestrian, irrespec- of an aircraft, vehicle or person on the protected tive of the main contributor (e.g. ATC, pilot, driver, area of a surface designated for the landing technical system)”. and take-off of aircraft”.

Increase in rates of runway incursions

A monthly overview of the runway incursions in and one in September, where an aircraft landed 2020 can be seen in Figure 2-5. The graph shows without clearance. Of the other four runway incur- one runway incursion in January, one in February, sions without ATM contribution, one in September three in September and one in October. Of those six was due to a crane getting too close to the runway runway incursions two were with air traffic manage- during works, while the others were due to aircraft ment (ATM) contribution. One in February, where stopping at the runway holding point but part of the ATCO incorrectly cleared the aircraft for landing, the aircraft being already past the holding point.

4 4,500 4,005 4,011 3,958 4,020 3,744 3,835 3,607 4,000 3,305 3,369 3,287 3,195 3,500 3 2,575 3,000 2,500 2 2,000

1,500 Movements 1 Runway incursions 1,000

500

0 0 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

A B C D E no ATM contribution Movements

Figure 2-5: Runway incursions in 2020 per month, per category

Figure 2-6 gives a yearly overview of the runway in- way of comparison is through the rate of runway cursions from 2017 until 2020. An increase is seen in incursions. Figure 2-7 shows the rate per 100,000 runway incursions compared with 2019 from three movements for Liège Airport for the period from to six, which brings the number of runway incur- 2017 until 2020. It can be clearly seen that the rate sions back to the level of 2017. However, a better increased but is below the rate of 2017.

20 / Safety 7 50,000 43,451 42,911 41,771 45,000 6 38,677 40,000

5 35,000

30,000 4 25,000 3 20,000 Movements 2 15,000 Runway incursions 10,000 1 5,000

0 0 2017 2018 2019 2020

A B C D E no ATM contribution Movements

Figure 2-6: Runway incursions 2017-2020, per year, per category

14 12

6 Runway incursions 4 (per 100,000 movements) 2

0 2017 2018 2019 2020 no ATM contribution 15.51 2.39 4.60 9.32 ATM contribution 0.00 0.00 2.30 4.66

Figure 2-7: Rates of runway incursions per 100,000 movements, per year

Safety / 21 Other Noteworthy Incidents

Besides the missed approaches and runway incursions, there were also three notable runway events, one satellite navigation signal jamming and an increase in laser events reported.

Runway Events

Two noteworthy runway events were reports of jet became apparent that there is no ICAO rule or blasts after heavy aircraft, 747, crossed the main run- recommendation for waiting times after heavy way to backtrack on the other runway. The jet blasts aircraft cross runways and a safety reminder was were still felt by the aircraft at take-off afterwards. sent to warn of jet blast risks when a heavy aircraft Therefore, the issue was discussed in the local run- crosses at point C4 towards S4. way safety team (LRST) with airlines and airport. It

GNSS Jamming

A training flight wanted to perform touch and someone/something was jamming the satellite go’s and approached runway 22L using an RNP signal from a location close by, e.g. the parking area. approach (assisted by global navigation satellite sys- This occurrence was then discussed between the tem (GNSS), commonly referred to as GPS). About LRST and the Belgian Civil Aviation Authority (BCAA). one nautical mile before the runway and at an alti- As a result BCAA contacted the Belgian Institute for tude of 900ft, the satellite signal was lost and the pi- Postal Services and Telecommunications (BIPT) lot performed a go-around. At the second approach to set up a reporting procedure for future events. the same occurred. Thus it was very likely that

Increase In Laser Events

In Belgium, a continuous decreasing trend of laser ber of laser events increased the second year in a row. events is observed. However, this trend is not visible at In case a laser event is reported, the ATCO on duty can Liège Airport. As can be seen in Figure 2-8 the num- only advise the federal police and warn other pilots.

23 10 15 15 5 8

0 2017 2018 2019 2020 Figure 2-8: Laser events at Liège Airport per year

22 / Safety Improvements And Recommendations skeyes has established a LRST together with the stakeholders at Liège Airport. All apron events, taxiway incursions, runway incursions, and more if deemed useful, are discussed in the LRST to present the view of each stakeholder. As such, each stakeholder can focus more easily on possible actions to be taken on their side. I.e. all incidents mentioned in the sections before, were presented in the LRST and in response to the increase in runway incursions, recommendations were made on the organisation of works at the airport and a standard methodology for a change of runways. skeyes is implementing the A-SMGCS (Advanced-Surface Movement Guidance and Control System) together with the airport. The A-SMGCS is a radar monitoring tool which, in poor visibility on the airfield, provides air traffic controllers with the means to control and guide aircraft and ground vehicles. In conditions of reduced visibility, this technology will make it possible to optimize the capacities while guaranteeing an optimal level of safety. This is expected to have a positive impact also on the probability to have runway incursions, as it represents a safety net, increasing the controllers’ situational awareness regarding every target on the movement surface. Initially it was expected to become operational at the end of 2020, but this has been delayed due to the difficulties in travelling caused by the COVID-19 pandemic, having an impact on the planning of the site acceptance tests. The A-SMGCS became operational in March 2021.

The upgrade of the ILS on runway 04 from CAT I to CAT III in 2017 has already shown clear ben- efits by reducing the rate of missed approaches on that runway: from 11 missed approaches due to low visibility in 2017, there has only been one in 2018, one in 2019, and one in 2020.

Safety / 23

3. CAPACITY & PUNCTUALITY

This chapter is divided into two sections. In the first section, the airport capacity is addressed. The declared capacities for runways 04 and 22 are given and analysed, taking a deeper look at the days with busiest peak hours.

In the second section, the punctuality (arrival delay) at Liège Airport is studied. An overview of the targets and assumptions are given, and arrival delays are analysed. The delay is also analysed from the airport’s point of view, i.e. considering the impact caused by regulations not only at Liège Airport, but also in the Belgian en-route airspace and by other Air Navigation Service Providers (ANSPs). Airport Capacity

A performance indicator for airports is the through- factors, e.g. airport layout, weather, fleet mix, ATC put capacity and its utilisation. The throughput procedures, etc. To better understand the following capacity of an airport is influenced by several section, some definitions are given first.

Capacity

Aerodrome capacity is the estimated number of a given set of assumptions, which are fleet mix, total operations that a given aerodrome configura- separation minima rules, weather conditions and tion can handle in a given period of time and under technological aids.

Maximum Throughput (or Saturation) Capacity

Maximum Throughput Capacity (MCT) is the funda- y Air Traffic Control rule - safe Wake Vortex mental measure of the runway system’s capacity. Separation Distances between two flights; MCT defines the average number of movements y Static fleet mix (i.e. types of aircraft (arrivals and/or departures) that can be performed do not change); on the runway system in one hour. The following y Approach and departure procedures assumptions are made: do not change. y There is a continuous supply of arrivals As a consequence, MCT is a theoretic measure and/or departures; of runway capacity and is represented as an average y Air Traffic Control rule - no Simultaneous capacity for the runway system. Runway Occupancy;

Declared (IFR) Capacity

Declared capacity is the capacity per hour used to y A loss factor of 15% is considered for inter arrival determine the number of slots available for sched- times; ule coordination purposes. y The average runway occupancy time for arrival is based on measurements; For Liège Airport, the declared capacities for each y The average approach speed is 136 knots (based runway threshold have been calculated as being on an analysis of the aircraft characteristics 90% of the theoretical MCT. For the calculations of operating into Liège Airport); the MCT, on top of the above-mentioned assump- y The average headwind differs per runway; tions, the following was considered: y The inter departure time is a function of the be‑ y The fleet mix is derived from the fleet mix in the tween take off-clearance delivery and the aircraft busiest month, i.e. 30% were in the heavy weight reaching a given altitude; y category; Runways 22L and 22R, and 04L and 04R can only y A nominal radar separation of 3 nautical miles be operated as a single runway due to its proximi‑ is taken into account; ty and are therefore referred to as runway 22 and runway 04, respectively.

26 / Capacity & Punctuality In Table 3-1 the published declared capacity in the calculations. Therefore, the declared capacity is shown. It should be noted that one of the only represents IFR flights and is as such referred assumptions is that safe Wake Vortex Separation to as “declared IFR capacity”. Distances between two flights has been assumed

Table 3-1: Declared IFR capacity

Declared IFR Capacity Runway configuration DEP ARR MVT RW04 (L&R) 28 28 35 RW22 (L&R) 28 28 34

Figure 3-1 shows the days where the total number be made. Regarding the peak hours at night, of movements in the peak hour was 29 or above. In it can be seen that the capacity was limited by total, 14 of such days were recorded. In 12 of the 14 the departure capacity. I.e. in nine days the number days, the peak hours were recorded at night, while of departures in the peak hours were 27 or higher. in the other two days the peak hours were recorded Since the declared IFR capacity for departures during the day. Since the traffic during the day on all runways is 28, it can be concluded that also consists of a large amount of VFR traffic, no in some days, the capacity limits were reached comparison with the declared IFR capacity should during the departure wave.

40 35 34 34 34 34 34 34 34 34 34 34 34 34 34 35

25 16 16 20 27 25 26 28 25 15 29 29 28 29 29 27 29 10

Movements / peak hour 14 14 5 4 5 4 4 0 2 1 1 2 L R L L L L L L L L L L L L 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 04 ;2 ;2 ;2 ; ; ;2 ; ; ; 2 ; ; ; ; ; L L L L L L L L L L L L L R 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2

04 Y Y Y Y Y Y Y Y Y Y Y Y Y Y W W W W W W W W W W W W W W R R R R R R R R R R R R R - - - R ------5 5 5 0 5 0 5 5 0 5 5 1 1 1 1 1 1 1 5 : : : 0 4 3 : : 0 : 00 : 00 1 : : : : : : : 4 4 4 4 4 1 4 5 1 04 04 4 0 4 4 0 0 - 0 - - 04 0 - - - 04 - 0 - 0 0 r g - - c l - - n n p - v - c c y a u g e g e p o e Ju e a Ja M A u D Ja - u S e N - - - - A D - 1 7 A - S - D M - - 7 7 5 - 7 3 0 - 11 9 - - 1 1 5 1 0 0 6 0 4 0 4 0 1 2 1 1 0 ARR DEP Declared Capacity

Figure 3-1: Arrivals, departures and declared capacities during busiest peak hours in 2020 (local time)

Capacity & Punctuality / 27 Punctuality

Punctuality can be seen as a service quality indi- According to the FABEC Performance Plan the cator from a passenger perspective. This section causes with ANSP contribution are (in the order observes one of the factors that influences the as listed in the Performance Plan): punctuality: ATFM (air traffic flow management) y C – ATC Capacity; delay. ATFM delay is defined as the time difference y R – ATC Routeing; between estimated take-off time (ETOT) and calcu- y S – ATC Staffing; lated take-off time (CTOT) of the NM (Network Ma- y T – Equipment (ATC); nager, EUROCONTROL) and is due to ATFM mea- y M – Airspace Management; sures that are classified according to the respective y P – Special Event. causes listed below: Hence, in the remainder of the report all causes y A – Accident; with ANSP contribution are referred to as “CRSTMP” y C – ATC Capacity; while “Other Categories” aggregates all categories y D – De-icing; but CRSTMP and W (weather). The discussion in this y E – Equipment (non-ATC); section starts with the performance indicator: arrival y G – Aerodrome Capacity; delay. Arrival delay is the delay of a flight due to a y I – Industrial Action (ATC); regulation placed by the airport of arrival. y M – Airspace Management; In a second part, the impact of ATFM measures y N – Industrial Action (non-ATC) ; from an airport’s point of view is given, y O – Other; showing the ATFM delay on arrivals to and y P – Special Event; departures from Liège Airport. y R – ATC Routeing; y S – ATC Staffing; y T – Equipment (ATC); y V – Environmental Issues; y W – Weather; y NA – Not Specified.

Arrival ATFM delay

As of January 1st 2015 skeyes is subject to an annual 2019, the national target was 0.10 minutes/flight, target with regard to ATFM arrival delay. ATFM ar- and only Brussels airport and Liège Airport were rival delay is the delay of a flight due to a regulation considered as contributing airport. The target for from an airport. The target is defined as the average Liège Airport on CRSTMP arrival delay was 0.06 min- arrival delay per IFR flight, as defined in the FABEC utes/flight. For reference period 3, 2020-2024, only Performance Plan, §3.1. (C). (ii), which is in accord- Brussels Airport was considered as contributing air- ance with the European Performance Regulation port and, therefore, the national target of 1.82 min- (EU) no 317/2019, Annex 1 , section 1, §3.1(b). utes/flight for all causes and 0.17 minutes/flight for CRSTMP causes (9.34% of target delay for all causes) Targets are set on a national level and on an airport in 2020 was also the target of Brussels Airport, while level, where the national target is the aggregation there was no target set for Liège Airport. Howev- of the airport targets. For reference period 2, 2016- er, due to the unexpected impact of COVID-19 on

28 / Capacity & Punctuality the air traffic, the European Commission shall set amount of arrival delay of Liège tower and the total revised Union-wide performance targets for refer- number of arrivals per year. Note that in this section ence period 3 (RP3) by the 1st of May 2021, as per EU the number of arrivals and the arrival delay for each Implementing Regulation 2020/1627 published on flight are calculated by NM and have been provided the 3rd November 2020. This may impact the target by the Performance Review Unit (PRU / EUROCON- setting for Liège Airport for the complete reference TROL)3. In 2020, a total of 2,658 minutes of arrival period 3, 2020-2024. delay at Liège tower were registered. As opposed to the previous years, in 2020 the only reason for arrival For this performance indicator, a comparison is delay was weather. made over the last four years. Table 3-2 gives the

Table 3-2: Number of arrivals and arrival delay at Liège Airport for 2017-2020, per year, per cause

Year # Arrivals Arrival delay (minutes) CRSTMP Weather Other categories Total 2017 16,234 281 2,232 0 2,513 2018 17,265 0 1,570 152 1,722 2019 17,444 439 1,117 0 1,556 2020 18,343 0 2,658 0 2,658

Translated into the key performance indicator delay This can be also be seen in Figure 3-2 which shows per arrival, this results in a total arrival delay of 0.14 the arrival delay rates for the past four years. It shall minutes per arrival in 2020. As the only reason was be recalled that for 2020 there was no arrival delay weather, the CRSTMP (reasons with ANSP contri- target set for Liège Airport. bution) arrival delay was zero minutes per arrival.

0.2 0.15 0.14 0.15

0.10 0.1 0.09

0.05 0.02 0.03

Minutes delay per ﬂight 0.00 0.00 0 2017 2018 2019 2020

Arrival delay/ﬂight

CRSTMP arrival delay per ﬂight

Target CRSTMP arrival delay/ﬂight

Figure 3-2: Arrival delay KPI at Liège Airport for 2017-2020, per year

3 Hence the difference with figures in chapter 1, where movements are counted using the AMS and the BCAA criteria. NM only accounts for flights with a registered flight plan. Capacity & Punctuality / 29 ATFM impact on traffic at Liège Airport

Besides being delayed by Liège tower, flights to or delay. With the removal of these bottlenecks due from Liège Airport can also be delayed by ATFM to the low traffic, local factors, such as weather at measures in any ATC sector along their flight route; the airport, became the most dominant factors in i.e. en-route or at the other departure or arrival terms of delay. Hence, the very low amount of delay airport. Regulations can be put in place at all ATC perceived in 2020. sectors of the flight plan: en-route sectors, depart- Figure 3-3 shows the amount of delay in 2020 ing airport and destination airport. The impact of incurred by flights flying to Liège Airport. It can be all these regulations give the total ATFM delay of seen that the 2,658 minutes caused by ATFM reg- the airport. In 2020, the delay figures have greatly ulations placed by Liège tower are just 60% of the diminished. The huge drop can be explained by total delays. Almost 40% of delay of arriving flights, the large traffic decrease caused by the COVID-19 1,719 minutes, were caused by ATC sectors under pandemic. The air traffic network had many bottle- control of other ANSPs and another 72 minutes, 1%, necks which were not suited for the traffic volumes were caused by en-route sectors of skeyes. of the previous years and, therefore, causing much

1,719 min; Other ANSP; Other ANSP 2,658 min; 39% skeyes (En-Route) skeyes (EBLG TWR); skeyes (EBLG TWR) 60%

72 min; skeyes (En-Route); 1%

Figure 3-3: ATFM delay in 2020 of arriving flights attributable to skeyes and other ANSPs

30 / Capacity & Punctuality Table 3-3 and Figure 3-4 give an overview of the improved significantly. I.e. the total delay of flights delays of flights flying to Liège over the past four to Liège Airport have decreased from almost 30,000 years. It can be clearly seen that the situation has to below 4,500 minutes.

Table 3-3: ATFM delay per year of arriving flights attributable to skeyes and other ANSPs

Year Other ANSP skeyes (En-Route) skeyes (EBLG TWR) Total

2017 12,569 1,044 2,513 16,126

2018 22,237 1,015 1,722 24,974

2019 18,776 9,325 1,556 29,657

2020 1,719 72 2,658 4,449

35,000 29,657 30,000 24,974 25,000

20,000 63% 16,126 15,000 89%

Minutes of delay 10,000 78% 4,449 5,000 37% 39% 22% 11% 61% 0 2017 2018 2019 2020

Arrivals

skeyes Other ANSP

Figure 3-4: ATFM delay per year of arriving flights attributable to skeyes and other ANSPs

Capacity & Punctuality / 31 Figure 3-5 shows the amount of delay in 2020 and en-route sectors controlled by skeyes: perceived by flights departing from Liège Airport. 5,685 minutes. The majority of those delays (54%) Though there were no delays caused by Liège tow- was caused by other ANSPs. er, there were other delays due to other ANSPs

0 min; skeyes (EBLG TWR); 0%

2,609 min; Other ANSP 3,076 min; skeyes (En- skeyes (En-Route) Route); 46% Other ANSP; 54% skeyes (EBLG TWR)

Figure 3-5: ATFM delay in 2020 of departing flights attributable to skeyes and other ANSPs

Table 3-4 and Figure 3-6 give an overview of the improved significantly. I.e. the total delay of flights delays of flights departing from Liège over the from Liège Airport have decreased from above past four years. Similar to the flights flying to Liège 45,000 to below 5,700 minutes. Airport, it can be clearly seen that the situation has

Table 3-4: ATFM delay per year of departing flights attributable to skeyes and other ANSPs

Year Other ANSP skeyes (En-Route) skeyes (EBLG TWR) Total

2017 13,399 1,932 0 15,331

2018 27,823 3,675 0 31,498

2019 27,343 17,757 6 45,106

2020 3,076 2,609 0 5,685

32 / Capacity & Punctuality 50,000 45,106 45,000

40,000

35,000 31,498 61% 30,000

25,000

20,000 Minutes of delay 15,331 88% 15,000

10,000 87% 39% 5,685 5,000 54% 12% 0 13% 46% 2017 2018 2019 2020

Departures

skeyes Other ANSP

Figure 3-6: ATFM delay per year of departing flights attributable to skeyes and other ANSPs

Capacity & Punctuality / 33 To give a view of the severity of the impact, the It is clear that for both arriving traffic (Figure 3-7) delayed flights can be categorised based on the and departing traffic (Figure 3-8) a similar distribu- length of the delay. The following four categories tion is seen and most of the flights that are delayed have been established: have a delay shorter than 15 minutes. y Between one and 15 minutes y Between 16 and 30 minutes y Between 31 and 60 minutes y More than 60 minutes.

160 53.6% 140 120 46 100 30.8% 80 60 23

Flights (count) 13.2% 40 88 54 11 20 2.4% 22 5 0 1 1-15 min 16-30 min 31-60 min 60+ min

Arrivals

skeyes Other ANSP

Figure 3-7: Delayed arriving flights in 2020 per category

34 / Capacity & Punctuality 180 61.8% 160 140 120

100 125 80 60 17.9% Flights (count) 40 9.5% 10.7% 39 8 20 37 19 8 6 20 0 1-15 min 16-30 min 31-60 min 60+ min

Departures

skeyes Other ANSP

Figure 3-8: Delayed departing flights in 2020 per category

More than half of delayed flights going to Liège Similarly, more than half of delayed flights depart- Airport had a delay that did not exceed 15 min- ing from Liège Airport had a delay that did not utes, 53.6%. For 84.4% the delay was below 30 exceed 15 minutes, 61.8%. For 79.7% the delay was minutes and only six flights going to Liège Airport below 30 minutes and only 28 flights departing were delayed by more than 60 minutes. Of those from Liège Airport were delayed by more than 60 six flights, five were delayed by ATC sectors of minutes. Of those 28 flights, eight were delayed other ANSPs. by ATC sectors of other ANSPs.

Capacity & Punctuality / 35

4. ENVIRONMENT

One of the factors influencing noise and aircraft fuel burn around the airport are the landing procedures. Continuous descent operations (CDO), also called green landings, are monitored in this chapter. An overview of predominant winds is also provided, as wind is a leading factor in the choice of runway use. Continuous Descent Operations

A CDO is an aircraft operating technique in which Figure 4-1 and Figure 4-2 show in percentage of an arriving aircraft descends from an optimal posi- flights the monthly evolution of CDO fuel and noise tion with minimum thrust and avoids level flight to occurrences, respectively, at Liège Airport. Flights the extent permitted by the safe operation of the such as touch-and-go’s and helicopters are not aircraft and compliance with published procedures taken into account. Note this counting of arrivals and ATC instructions. By doing so, the aircraft will differs from the BCAA movements definition used use less fuel and produce less noise. Based on the in the previous chapters. As such, differences to the recommendations made by EUROCONTROL, two number of arrivals presented in chapter 1 may oc- CDO performance indicators were developed in cur. It can be seen that the percentage of CDO fuel 2016: increased slightly and the CDO noise was similar to 2019. For CDO fuel, the highest increase per month y CDO Fuel: binary indicator (yes/no) indicating if a was observed in April 2020; from 53% in 2019 to 64% CDO was flown from flight level 100 to 3,000ft. in 2020. For CDO noise, the highest increase per y CDO Noise: binary indicator (yes/no) indicating if a month was observed in November 2020; from 63% CDO was flown from flight level 60 to 3,000ft. in 2019 to 74% in 2020. A descent is considered as a CDO if no level off last- ing more than 30 seconds is detected. A level off is considered as a segment during which the aircraft has a rate of descend of less than 300 feet/minute.

100% 90% 80% 70% 60% 50% 40% 30%

% of Arrivals 20% 10% 0% Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Tot. CDO Fuel 2017 50% 52% 51% 55% 55% 55% 53% 56% 54% 54% 52% 52% 53% CDO Fuel 2018 48% 54% 50% 52% 55% 58% 56% 57% 60% 58% 54% 49% 54% CDO Fuel 2019 51% 53% 51% 53% 57% 59% 58% 57% 59% 58% 55% 54% 56% CDO Fuel 2020 54% 52% 57% 64% 59% 59% 56% 55% 54% 54% 61% 59% 57%

Figure 4-1: CDO Fuel flown per year as percentage of arrivals

38 / Environment 100% 90% 80% 70% 60% 50% 40% 30% 20% % of Arrivals 10% 0% Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Tot. CDO Noise 2017 69% 67% 65% 76% 74% 71% 70% 76% 71% 74% 69% 68% 71% CDO Noise 2018 61% 69% 61% 67% 76% 77% 77% 77% 79% 73% 67% 64% 71% CDO Noise 2019 64% 70% 64% 69% 70% 73% 73% 72% 72% 67% 63% 68% 69% CDO Noise 2020 67% 63% 70% 76% 77% 71% 69% 65% 68% 65% 74% 68% 69%

Figure 4-2: CDO Noise flown per year as percentage of arrivals

The CDO fuel and noise flown increased in absolute numbers, see Figure 4-3. The absolute numbers of CDO fuel and noise flown show an increasing trend, as well as the number of arrivals considered.

20,000 18,000 16,000 14,000 12,000 10,000 8,000 Amount 6,000 4,000 2,000 0 2017 2018 2019 2020 CDO Fuel 9,015 9,779 10,204 10,786 CDO Noise 11,982 12,699 12,621 13,120 Arrivals 16,927 17,958 18,348 18,921

Figure 4-3: Total number of CDO Fuel and CDO Noise flown per year

Environment / 39 The increasing trend can also be observed at all Only the CDO noise frequency was stable on the runways. Figure 4-4 shows the percentage of CDOs runways 22L and 22R, while the other indicators flown per runway, where runways 04L and 04R, and show a slight increase. runways 22L and 22R have been combined.

100%

90% 76% 80% 76% 74% 75% 69% 68% 67% 70% 67% 60% 56% 56% 57% 58% 60% 53% 55% 52% 2017 50% 2018 40% 2019 % of Arrivals 30% 2020

20%

10%

0% RWY 22 RWY 04 RWY 22 RWY 04 CDO Fuel CDO Noise

Figure 4-4: CDO Fuel and CDO Noise flown per runway per year as percentage of arrivals

CDO statistics are inherently variable, because they are influenced by such a multitude of external factors, such as: y Pilots’ CDO flying experience y Pilots’ experience with specific airport y ATC experience y Runway usage (equipment) y Aircraft type/equipment y Military airspace open/closed y Traffic flows y Impact of other traffic streams on arriving traffic.

As a result, it is difficult to explain an increase or decrease from one year to the next, especially when such small variations are observed.

40 / Environment Improvement measures and activities

To promote and facilitate the number of CDOs flown to Liège Airport, different measures are investigated or have already been implemented: y Similarly to what was successfully set up in Brus‑ sels in 2018, skeyes as one of the core partners, has participated in the successful launch in Sep‑ tember 2020 of the ‘Collaborative Environmen‑ tal Management’ (CEM) at Liège Airport. The objective is to increase cooperation with airlines and the airport in undertaking joint initiatives that further reduce the environmental impact of airport operations. Stakeholders in the discus‑ sions are Liège Airport, skeyes, SOWAER, and the main airlines at Liège Airport; y skeyes monitors and adapts, where feasible, operations to improve flight efficiency. I.e. due to the reduction of traffic in the Belgian airspace, some constraints could be relaxed, and both air traffic controllers and pilots were encouraged to pro-actively facilitate and encourage as much as possible CDO/CCO (continuous descent oper‑ ations/continuous climb operations), as well as more direct routings; y skeyes is in contact with airlines presenting CDO statistics and communicating the phraseology; y skeyes is increasing awareness amongst ATCOs through courses, and by informing them of the current statistics and performance.

Environment / 41 Wind Patterns

The wind at Liège Airport comes typically from roses in Figure 4-5. The wind roses show south-westerly or north-easterly direction, the average wind strength in knots (colour coded) with wind from south westerly direction being and direction for the years 2017 to 2020. mostly dominant. This can also be seen in the wind

42 / Environment

Figure 4-5: Wind roses Liège Airport 2017-2020 By comparing the wind patterns of 2019 and 2020, A more detailed view is given in Figure 4-6 which two observations can be made. First, wind from shows the wind patterns for the most interesting south-westerly direction was more often stronger, months: February, March, April and May 2020. In as can be seen by the increase of winds above 17 February 2020 the largest amount of strong winds knots, orange and red colour. Second, wind from was recorded. In the months March to May the most north-easterly direction increased slightly but not north-easterly winds were recorded. significantly.

Figure 4-6: Wind roses Liège Airport for the months February, March, April, and May 2020

Environment / 43

ANNEX January

Annex80 1: Monthly overview of arrivals and departures70 at peak hours 60 January

50 80

40 35 35 35 35 35 70 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34

30 60 2 Movements / peak hour 1 20 1 50 0 25 0 23 1 0 27 29 27 26 25 28 25 21 25 25 24 25 23 0 23 24 10 6 18 7 18 21 20 17 35 35 35 35 35 15 15 40 34 34 34 34 344 34 34 34 34 34 34 34 34 34 34 34 34 34 3 13 34 34 342 34 34 34 34 34 2 7 6 3 4 5 4 4 5 0 1 0 0 0 0 0 0 1 0 0 1 0 1 1 0 L L L L 30 L L L L L L L L L L L L L L L R R R R R L L L L L L L 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 4 4 4 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 22 2 2 2 2 ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ;2 0 04 04 0 0 ; ; ; ; ; ; ; ; ; ; ; ; ; L L L L L L L L L L L L L L L L L L L L L L L L L L 2 R R R 2 2 2 2 2 2 2 2 2 2 2 2 2 2 R R 2 2 2 2 2 2 4 2 2 2 22 2 2 2 2 2 22 2 22 2 22 2 2 2 2 4 4 2 2 2 2 2 22 2 2 2

Movements / peak hour 0 04 04 0 0 20 Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y 1 Y Y Y Y Y Y Y Y Y Y Y Y Y W W W W W W 1 0 W W W W W W W W 0 25 W W W W W W W W W W W W R R R R R R R R R R R R R R R R R R W W W 23W W R R 1 R R R R R R ------0 - - - - 5 R R R R R 5 27 29 5 0 5 5 0 5 5 5 270 5 0 5 0 5 5 250 5 - - - - - 5 0 5 5 28 255 5 1 1 1 1 1 26 1 1 1 0 1 24 1 0 1 1 :1 3 : 25: 3 4 : : 25: 3 :1 3 3 : 25: 3 : 0 0 5 5 : 3 4 4 : : : : 21 : : : : :4 : 24 : 23 5 1 23 : : : 0 4 4 4 4 4 4 0 3 : 4 4 : 4 0 3 8 0 3 3 :21 4 0 : 9 3 110 4 1 6 4 1 7 4 : : 20 0 1 0 00 1 0 0 0 0 18 2 18 0 0 0 0 0 2 04 0 04 - 0 - - - 17 - - - - 0 - 0 - - 04 0 3 5 4 ------0 - 04 n - n - - 2 2 0 - 15 15 - n n n n n n n n n n n 0 13 - 0 n n n n n n n 4 n n n n - - - - n 2 a 3 n n Ja Ja n n n 2 Ja Ja Ja Ja Ja Ja Ja J Ja Ja Ja n Ja Ja Ja Ja Ja Ja - Ja - - - - - 7 - Ja - Ja 6 Ja - Ja - - - - 1 - 5 - - - - - a Ja - 5 Ja - - 5 4 - 2 - Ja Ja 4 Ja 4 - 6 1 3 3 4 6 7 8 9 3 5 6 8 J - Ja 4 7 8 - 0 0 2 0 11 1 4 1 1 7 - - - 5 3 0 0 1 0 0 0 0 0 0 0 0 1 0 0 1 1 1 0 - 2 2 0 1 2 2 2 9 0 3 1 1 0 0 0 0 1 1 9 0 1 3 2 1 2 2 L L L 2 2 2 L L L L L L L L L L L L L L L L R R R R R L L L L L L L 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 4 4 4 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 22 2 2 2 2 ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ;2 0 04 04 0 0 ; ; ; ; ; ; ; ; ; ; ; ; ; L L L L L L L L L L L L L L L L L L L L L L L L L L 2 R R R 2 2 2 2 2 2 2 2 2 2 2 2 2 2 R R 2 2 2 2 2 2 4 2 2 2 22 2 2 2 2 2 22 2 A22RR 2 DE22P 2 Decla2 red I2FR C2apacity 4 4 2 2 2 2 2 22 2 2

0 04 04 0 0 Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y W W W W W W W W W W W W W W W W W W W W W W W W W W R R R R R R R R R R R R R R R R R R W W W W W R R R R R R R R ------5 R R R R R 5 5 0 5 5 0 5 5 5 0 5 0 5 0 5 5 0 5 - - - - - 5 0 5 5 5 5 1 1 1 1 1 1 1 1 1 1 0 1 1 :1 3 : : 3 4 : : : 3 :1 3 3 : : 3 : 0 0 5 5 : 3 4 4 : : : : : : : : :4 : : 5 1 : : : 0 4 4 4 4 4 4 0 3 : 4 4 : 4 0 3 8 0 3 3 : 4 0 : 9 3 1 4 1 4 1 4 : : 0 1 0 00 1 0 0 0 0 2 0 0 0 0 0 2 04 0 04 - 0 ------0 - 0 - - 04 0 3 5 4 ------0 - 04 n - n - - 2 2 0 - - n n n n n n n n n n n 0 - 0 n n n n n n n n n n n - - - - n a n n Ja Ja n n n Ja Ja Ja Ja Ja Ja Ja J Ja Ja Ja n Ja Ja Ja Ja Ja Ja - Ja ------Ja - Ja Ja - Ja - - - - 1 ------a Ja - Ja - - 5 - 2 - Ja Ja Ja - 6 1 3 4 6 7 8 9 3 5 6 8 J - Ja 4 7 8 - 0 0 2 0 11 1 4 1 1 7 - - - 5 3 0 0 0 0 0 1 1 1 - 2 2 2 2 2 9 3 0 0 0 1 1 9 0 1 3 2 1 2 2 2 2 2

ARR DEP Declared IFR Capacity

February

60 February

50 80

40 35 70 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34

30 60 Movements / peak hour 20 0 0 50 1 0 0 10 27 28 24 27 0 10 26 24 26 24 27 24 26 27 26 25 20 24 10 17 18 20 19 40 34 34 34 34 35 34 34 34 34 34 34 34 34 34 34 34 3414 34 34 34 34 3416 34 34 34 34 34 34 34 5 9 8 5 6 9 1 0 2 1 0 0 0 2 2 1 2 1 0 2 1 0 0 0 2 2 0 1 2 30 L L L L R L L L L L L L L L L L L L L L L L L L L L L L L 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 4 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 ; ; ; ; 0 ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; L L L L L L L L L L L L L L L L L L L L L L L L L L L L 2 2 2 2 R 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 22 22 2 2 2 22 22 2 2 2 2 2 2 2 22 2 2 2 2 2 2 2 22 Movements / peak hour 04 20 Y Y Y Y Y Y Y Y Y Y Y Y Y Y 0 Y Y Y Y Y Y Y Y Y Y Y Y Y Y 0 Y 0 W 1 W W W W W W W W W W W W W W W W W W W W W W W W W W W R R R R W R R R R R R R R R R R R R R R R R 0 R R R R R R R ------26- - - - - 27R - - 27- - - - 5 0 10 285 5 5 5 5 5 245 5 5 05 5 5 5 0 105 245 0 0 - 260 270 5 24 261 27 0 0 260 250 1 1 1 :1 1 1 1 1 1 1 :1 : 1 1 1 : 0 0 :3 5 : 3 24: : 4 : : : 0 : 4 : : 2400 0 3 : 0 3 :3 : : : 1 : : : 1 : : : : : 4 6 6 204 4 4 4 4 4 : : 2 3 4 4 1 4 202 3 9 4 1000 1 4 0 00 0 - 0 0 04 0 0 0 04 4 00 19 -18 - 2 0 22 - 217 - 0 - 0 - 0 - - - 00 - - - - - 00 0 - 0 04 0 - - - 0 b - - b - 16 - - - b - b 14 b b - - b b - b b b b b b b b b b b b b b b e b 8 b e b e e b e e e e e e e e e e e b 6 e b e e 5 e 9 e F e e F 5 e e 9 e e e F F e F F F - F F F - F F F F F e F F F - F F - F - - F F F F - - - - 1 - - - F - - - F - - - F - - 1 - F - 0 - - 6 1 - 3 2 - 6 8 9 1 2 2 2 3 2 4 1 7 2 8 9 0 - 3 2 5 - 2 9 2 0 2 4 1 7 11 1 1 1 1 1 5 1 1 1 1 2 2 4 6 7 8 1 0 5 0 0 0 0 0 0 1 0 2 0 0 0 2 2 0 2 0 0 0 0 2 2 2 2 2 0 L L L L R L L L L L L L L L L L L L L L L L L L L L L L L 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 4 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 ; ; ; ; 0 ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; L L L L L L L L L L L L L L L L L L L L L L L L L L L L 2 2 2 2 R 2 2 2 2ARR DEP 2Decla2 red IF2 R Ca2pacity2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 22 22 2 2 2 22 22 2 2 2 2 2 2 2 22 2 2 2 2 2 2 2 22

04 Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y W W W W W W W W W W W W W W W W W W W W W W W W W W W W R R R R W R R R R R R R R R R R R R R R R R R R R R R R R ------R ------5 0 0 0 - 5 0 5 5 5 5 5 5 5 0 5 5 5 5 5 5 0 0 5 0 0 0 5 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 46 : 3 5 : 3 : : : : : : : 4 : : : : 3 : 3 3 : / 0 :0 : 1 : :4 0 1 : 00 :0 : 0 : : Annex: 1 : : : : 4 6 6 4 4 4 4 4 4 2 3 4 4 1 4 2 3 9 4 00 1 4 0 00 0 - 0 0 04 0 0 0 04 4 00 - - 2 0 22 - 2 - 0 - 0 - 0 - - - 00 - - - - - 00 0 - 0 04 0 - - - 0 b - - b - - - - b - b b b - - b b - b b b b b b b b b b b b b b b e b b e b e e b e e e e e e e e e e e b e b e e e e F e e F e e e e e F F e F F F - F F F - F F F F F e F F F - F F - F - - F F F F ------F - - - F - - - F - - 1 - F - 0 - - 6 1 - 3 - 6 8 9 1 2 3 4 1 7 8 9 0 - 3 5 - 9 0 2 4 7 11 1 1 1 5 1 1 1 2 2 4 6 7 8 0 5 0 0 0 1 2 2 2 2 0 0 0 2 2 2 2 2 0

ARR DEP Declared IFR Capacity March

60 March

50 80

470 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 35 35 35 35 35 35 35 35 35 35 35 35

30 60

Movements / peak hour 20 0 1 50 2 1 0 2 2 0 28 22 27 25 27 25 27 24 24 26 9 24 24 25 22 22 22 21 22 20 10 17 17 40 344 3416 34 34 34 34 3414 34 3415 34 34 34 34 34 344 34 34 34 34 35 35 35 35 35 35 35 35 3516 35 35 35 8 8 6 6 5 5 0 3 0 0 0 1 1 0 1 1 2 1 1 0 1 1 0 1 0 1 1 30 L L L L L L L L L L L L L L L L L L L R R R R R R R R R R R R 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 4 4 4 4 4 4 4 4 2 22 2 2 2 2 2 2 2 2 2 2 2 2 2 ;2 ;2 2 2 ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; 04 04 04 0 0 0 0 04 0 0 0 0 ; ; ; ; ; ; ; ; ; ; ; ; L L L L L L L L L L L L L L L L L L L R R R 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 R R R R R R R R R 2 2 2 2 2 2 2 4 4 4 2 22 2 2 2 2 2 2 22 2 2 2 4 4 4 Movements / peak hour 0 04 04 04 0 0 0 04 04 0 0 0 1 04 20 Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y 1 Y Y Y Y Y Y Y Y Y Y W W 2 W W W W W W W W W W W W W W W W W 0 2 28 W W R R R R R R R 2 R R 0 R R R R R R R R R R W W W W W W W W W W ------27------22 27 - - 25 25 R R R R R R R R 27R R R R 5 5 0 0 5 5 0 245 260 5 5 5 5 95 5 5 24- - - - - 24- 25------0 1 1 1 1 1 1 1 1 : 24 : : : : 4 : : : 5 5 5 220 5 22 00 :4 3 0 223 4 00 4 3 :3 : 0 225 0 0 0 : : : : : : : : 211 4 1 1 1 10 4 4 4 1 4 4 3 : 3 4 : : 0 00 4 20 3 4 6 4 2 3 4 4 8 : : : 0 : 00 : : 0 4 - 17 417 4 : : : 1 2 4 16 0 2 0 0 00 r 1 0 0 0 0 1 16 0 - 0 0 00 214 015 0 - - - 4 - - 3 4 0 2 3 ------0 2 2 0 0 4 4 r r - r - r r r r a r r r r 04 - - 2 2 r r r r r r r - - - 0 0 0 0 a a 8 a a a a a - r r r - - - a a a a a a a a a a 8 a r 6 r - - r r - M r a a a r r r 5 r 6 M - M M a a a a a M M M M M M 5 M M a a a a - M - 3 M M M M M - M - - 5 ------1 2 M M M M M M 1 0 0 0 1 1 0 3 1 1 6 7 1 M 1 0 - 1 - - 1 0 M 1 M 0 M 1 1 0 2 4 9 11 2 4 8 9 - - - M - - M 3 5 6 7 8 0 1 1 1 1 1 1 1 2 5 - - - 0 0 0 1 1 3 4 - 9 0 1 L 0 L 0 L 0 0 0 0 L L L L L L L L 0 L2 7 L L L L L L L R2 R2 R2 R2 R6 R R8 R R R R R 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 2 2 2 4 4 2 4 4 2 4 4 4 4 2 22 2 2 2 2 2 2 2 2 2 2 2 2 2 ;2 ;2 2 2 ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; 04 04 04 0 0 0 0 04 0 0 0 0 ; ; ; ; ; ; ; ; ; ; ; ; L L L L L L L L L L L L L L L L L L L R R R 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 R R R R R R R R R 4 2 2 22 2 2 2 2 2 2 2 2 2 2 22 2 2 2 2 2 4 4 4 4 4 A RR DE P Decl ared IFR C apac ity 04 04 04 0 0 0 04 04 0 0 0 04 Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y W W W W W W W W W W W W W W W W W W W W W R R R R R R R R R R R R R R R R R R R W W W W W W W W W W ------R R R R R R R R R R R R 5 5 0 0 5 5 0 5 0 5 5 5 5 5 5 5 ------0 1 1 1 1 1 1 1 1 : : : : : 4 : : : 5 5 5 0 5 00 :4 3 0 3 4 00 4 3 :3 : 0 5 0 0 0 : : : : : : : : 1 4 1 1 1 4 4 4 1 4 4 3 : 3 4 : : 0 00 4 3 4 6 4 2 3 4 4 8 : : : 0 : 00 : : 0 4 - 4 4 : : : 1 2 0 2 0 0 00 r 1 0 0 0 0 1 0 - 0 0 00 2 0 0 - - - - - 3 4 0 2 3 ------0 2 2 0 0 4 4 r r - r - r r r r a r r r r 04 - - 2 2 r r r r r r r - - - 0 0 0 0 a a a a a a a - r r r - - - a a a a a a a a a a a r r - - r r - M r a a a r r r r M - M M a a a a a M M M M M M M M a a a a - M - M M M M M - M - - 5 ------1 M M M M M M 1 2 4 3 4 6 7 8 9 M - - - M M M 9 0 11 2 1 1 1 - - - M - - M 0 3 5 6 7 8 1 1 1 1 1 2 5 - - - - 0 0 0 1 3 4 9 0 1 0 0 0 0 0 0 2 2 2 6 7 8 2 2 2 3 3 2 2 2 2

ARR DEP Declared IFR Capacity

April

60 April

50 80

470 35 35 34 35 34 34 34 35 35 35 35 34 34 35 35 34 35 35 35 35 35 35 35 34 34 35 34 34 34 34

30 60

Movements / peak hour 20 0 50 0 0 0 0 27 25 26 0 25 26 24 26 23 25 26 0 26 26 24 26 23 26 10 20 22 40 35 35 34 3515 34 3415 34 35 35 3517 35 34 34 35 35 34 35 3516 35 35 35 35 35 34 3414 35 3417 34 34 34 3 12 5 3 5 6 4 3 0 1 0 0 0 0 0 0 2 2 0 0 1 1 1 0 0 1 0 1 0 1 30 L L L L L L L L L R R R R R R R R R R R R R R R R L R L L L 2 2 2 2 2 2 2 2 2 2 4 2 4 4 4 2 4 2 4 4 2 4 ;2 2 ;2 2 2 2 2 2 2 2 2 2 04 0 04 ; ; 04 0 04 0 ; ; 04 04 ; 0 0 0 04 04 04 0 ; ; 0 ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; L L L L L L L L L L L L L R R R R 2 R 2 2 2 R R R 2 R R 2 R R R R R R 2 2 R 2 2 2 2 4 2 2 4 4 4 4 4 4 2 2 4 2 22 2 4 2 2 4 2 2 2 2 Movements / peak hour 0 0 04 04 0 0 0 0 04 04 0 0 04 0 04 04 0 0 20 Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y W W W W W W W W W W 0 W W W W W 0 W W W R W 0 R R 0 R W W R R W W R W W W W W W R R W R R R R ------R R 27R R R R R R R R 25R R R R R R 26 - 0R - 25 26 - 24- 265 - 5 5 - 25- 26- - 0 0 - 26- 26 24- - - - - 26- - - 5 0 26 1 1 0 0 : : 23 3 00 5 23 5 0 0 :4 00 0 0 0 :3 : 0 0 0 5 0 5 22 00 00 4 0 0 00 3 : : : : : : : : 1 0 00 4 1 0 0 0 00 1 0 00 4 4 20 4 00 4 : : :0 2 4 : : : : 0 : 0 4 :0 : : : :0 : : 4 : 3 4 0 2 17 0 : 116 417 15 - 15 2 3 3 2 4 - 0 - 0 4 0 - 4 0 4 0 2 4 0 00 014 - 0 04 0 r r r - r - 04 - 0 04 04 r 12 0 - 2 0 04 - - 2 - - - 0 0 p 3 r 0 04 r 0 0 - 0 - r - r 5 r r r - - p - p - - - - p - - - - r - - r r p 5 r 6 r r p r r r A p r r r 3 r r p r r p r r p p p p p A A A p p p - - - 4 p p p p A p A p p p p A p A - p p A p A A - 3 A A A 6 - - 2 2 - - A - - - A A 1 3 A 5 A A A A 3 A A 1 A 1 1 A A 1 - A 7 - 1 1 0 0 0 0 0 0 0 2 1 A 0 6 0 - A - 0 0 0 - 0 - - 0 - 0 0 7 - - - - 1 - - - - 9 - - 4 5 8 9 0 1 1 1 0 1 2 3 6 2 2 L L 0 L 8 L 9 0 11 R L 4 L 5 7 L 8 R 2 2 L L 2 L 2 L 3 L L 0 R R 4 R R 1 R R 1 1 R R 1 1 R R 2 2 R 2 R R R 2 R 2 2 2 2 2 2 2 2 2 2 0 0 2 0 0 4 2 4 4 4 2 4 2 4 4 2 4 ;2 2 ;2 2 2 2 2 2 2 2 2 2 04 0 04 ; ; 04 0 04 0 ; ; 04 04 ; 0 0 0 04 04 04 0 ; ; 0 ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; L L L L L L L L L L L L L R R R R 2 R 2 2 2 R R R 2 R R 2 R R R R R R 2 2 R 2 2 2 2 4 4 2 2 2 2 4 4 4 2 22 4 2 4 4 4 2 2 4 2 2 2 2

0 0 04 04 0 0 0 ARR DEP 0 D04eclared IFR04 Cap0acity 0 04 04 04 0 0 Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y W W W W W W W W W W W W W W W W W W R W R R R W W R R W W R W W W W W W R R W R R R R ------R R R R R R R R R R R R R R R R - R - - 5 5 5 - - - - 5 - 1 - - 0 0 ------0 0 : :1 5 0 0 4 00 0 0 0 3 3 0 00 0 5 5 00 00 5 4 0 0 00 : : : : 0 : 0 : : : : : : 4 1 3 00 1 4 0 00 0 4 0 0 0 0 0 4 0 00 : 4 0 4 00 4 :4 3 4 : : : 2 : : : : 0 : : : : 1 : : : : 4 0 2 - 0 2 4 - - 0 4 0 2 - 4 0 0 3 3 0 00 0 0 04 0 47 0 4 4 - r r r - r 2 / - - - - - Annex- - 1 2 0 2 04 0 04 04 r 0 - 04 0 0 p r 0 04 r 0 0 - 0 - r - r r r r - - p - p - - - - p - - - - r - - r r p r r r p r r r A p r r r r r p r r p r r p p p p p A A A p p p - - - p p p p A p A p p p p A p A - p p A p A A - A A A 6 - - - - A - - - A A 3 A 5 A A A A 3 A A A A A - A 7 - 2 1 A 6 - A - - - - 0 - 0 0 7 - - - - 1 - - - - 9 - - 4 5 8 9 0 1 1 1 0 1 2 3 6 2 2 4 0 8 9 0 11 4 5 7 8 2 2 2 2 3 0 1 1 1 1 1 2 2 2 2 2 0 0 0 0

ARR DEP Declared IFR Capacity May

60 May

50 80

40 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 35 70 34 34 34 34 34 34 34 34 34 34

30 60 Movements / peak hour 20 1 50 0 0 27 1 1 1 0 3 1 25 26 26 23 23 22 25 26 25 23 22 24 24 25 23 10 18 18 3517 35 35 35 35 3514 35 35 35 35 35 35 3517 17 35 17 3517 35 35 35 35 3516 356 40 34 340 347 6 345 34 34 34 34 34 346 6 3 4 4 3 5 0 2 0 0 1 0 2 0 0 0 2 0 2 0 1 0 1 L L L L L 30 L L R R R R R R R R R R R R R L R L L R R R R R R R 2 2 2 2 2 2 2 4 4 4 2 2 2 4 4 4 4 4 4 4 4 4 2 2 4 4 2 2 2 2 2 ; 2 2 2 ; ; ; 0 0 04 04 0 04 04 0 0 0 04 0 0 ; ; ; 0 ; ; ; 0 04 04 0 0 0 0 ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; L L L L L L L L L L R R 2 R R R R R R R R R R R R 2 2 2 2 R 2 2 2 R R R R R R 2 22 4 4 4 4 4 4 4 2 2 2 4 2 2 2 4 4 4 4 4 22 2 04 04 04 Movements / peak hour 04 0 0 04 0 0 0 04 0 0 0 0 04 04 0 0 0 0 20 Y Y Y Y Y Y Y Y Y Y 1 Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y W W W 0 27 1 W W 1 W W W W 1 W 3 0 W W W 0 R R R W W W W W W W W W W R R R R W R R R W W W W W W W ------R R R R R R 1 R R R R R R R 25R R R R R R R R - - - 26 - 5 5 5 - 0 0 0 ------0 1 - 0 0 ------26 22 25 26 25: 22 1 24 25 23 0 3 5 0 0 0 0 0 5 0 5 3 4 00 : 5 5 240 0 :0 : : 23 23 0 : : : 230 0 1 1 1 :1 1 4 : : 4 : 3 4 0 :0 0 0 :0 0 :4 00 0 00 00 3 00 2 : 0 00 00 00 : 10 2 : : : : : : : : : 0 : : : : : 18 1 18 4 2 2 - 4 3 00 - 3 17 4 4 0 3 4 4 4 - 17 0417 - 4 17 3 17 4 4 0 - 04 00 y 4 16 6 - - 2 2 14 2 0 - - - 2 0 0 y 04 0 04 0 - - 0 0 - 0 00 y 5 y 0 - - 00 y y 0 - 0 6 - y y y a 6 0 0 0 - a 7 - - - - - y - - y - a a - y y - - - - a y y y y a y y a y y y y y y y a y a a M y y y y M a a a a M M a a a 6 a a a a a a a a a M a - a a a a M M - 4 - 4 M - 5 3 - - M M 4 3 - - 3 M 2 M M 2 M 7 0 2 - - 2 M M M 1 - M M 0 M 0 M 1 M 0 - - M M - 0 M M 0 8 0 M 0 - - M 0 M 1 M 0 M 1 - 0 2 ------1 9 - 2 3 2 - - 1 0 - 0 4 1 1 2 1 5 6 - - 0 0 4 5 6 7 9 11 2 3 5 6 2 2 7 8 9 0 L L L 8 1 R 1 L L L L L L2 L2 3 0 R R R R R R R1 1 R R1 R1 R R 2 R R R R R R R R 2 2 0 0 0 0 2 2 2 2 2 2 2 3 2 4 0 4 4 2 2 2 4 4 4 4 4 4 4 4 4 2 2 4 4 2 2 2 2 2 ; 2 2 2 ; ; ; 0 0 04 04 0 04 04 0 0 0 04 0 0 ; ; ; 0 ; ; ; 0 04 04 0 0 0 0 ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; L L L L L L L L L L R R 2 R R R R R R R R R R R R 2 2 2 2 R 2 2 2 R R R R R R 2 22 22 4 4 4 A4RR 4 DEP 4 Decla4 red I2 FR C2apaci2ty 2 4 2 2 2 4 4 4 4 4

04 0 04 04 0 04 04 0 0 0 04 0 0 0 0 04 04 0 0 0 0 Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y W W W W W W W W W W W W W R R R W W W W W W W W W W R R R R W R R R W W W W W W W ------R R R R R R R R R R R R R R R R R R R R R - - - - 5 5 5 - 0 0 0 ------0 1 - 0 0 ------: 1 0 3 5 0 0 0 0 0 5 0 5 3 4 00 : 5 5 0 0 :0 : : 0 : : : 0 0 1 1 1 :1 1 4 : : 4 : 3 4 0 :0 0 0 :0 0 :4 00 0 00 00 3 00 2 : 0 00 00 00 : 0 2 : : : : : : : : : 0 : : : : : 1 4 2 2 - 4 3 00 - 3 4 4 0 3 4 4 4 - 04 - 4 3 4 4 0 - 04 00 y 4 - - 2 2 2 0 - - - 2 0 0 y 04 0 04 0 - - 0 0 - 0 00 y y 0 - - 00 y y - 0 - y y y a 0 0 0 - a - - - - - y - - y - a a - y y - - - - a y y y y a y y a y y y y y y y a y a a M y y y y M a a a a M M a a a a a a a a a a a a M a - a a a a M M - - M - - - M M 4 - - 3 M M M M 7 0 - - M M M 1 - M M M M M - - M M - M M 8 M - - M M M M - 2 ------1 9 - 2 3 2 - - 1 0 - 0 4 1 1 2 1 5 6 - - 0 0 4 11 2 3 5 6 2 2 5 6 7 8 9 1 1 2 2 7 8 9 0 3 0 1 1 1 1 2 0 0 0 0 0 2 2 2 3

ARR DEP Declared IFR Capacity

June

60 June

50 80

40 35 35 35 35 35 35 35 35 35 70 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34

30 60

Movements / peak hour 0 20 0 1 50 0 0 23 13 24 9 26 26 27 11 28 23 25 26 27 27 25 25 27 27 8 22 6 24 10 20 18 21 19 18 40 35 35 35 35 35 4 35 35 35 35 34 34 34 34 348 34 34 3410 34 3410 34 34 34 34 34 34 34 34 34 34 34 8 9 5 7 4 5 0 1 1 1 1 0 0 0 2 1 2 1 1 0 1 0 0 1 0 L L L L L L L L L 30 R R L L L L L L R R R L L R R R R L L L L 2 2 2 2 2 2 2 2 2 4 2 4 4 2 2 2 2 2 2 2 2 2 2 2 2 2 2 22 22 2 2 2 2 2 2 22 22 2 2 2 2 0 04 ; ; ; ; ; ; ; 04 0 ; ; ; ; ; ; ; ; ; 04 04 04 04 ; ; ; ; ; ; ; ; ;0 ; ; ; ; ; L L L L L L L L L L L L L L L L L L L L L R R R R 2 2 2 2 2 2 2 R R 2 2 2 2 2 2 2 2 R R R 2 2 2 2 2 2 2 2 2 2 2 4 4 2 2 2 22 2 2 2 2 2 4 2 2 22 2 2

Movements / peak hour 04 04 04 0 0 0 0 04 04 04 20 Y Y Y Y 0 Y Y Y Y Y Y Y Y Y Y Y Y Y Y 1 Y Y Y Y Y Y Y Y Y Y Y Y W W W W W W 0 W W W W W W W W W W W W W W 0 W W W 13 W R R R R R R R W W R R R R R R R R R W W W W R R R R R 23------R R - - - - 9 - - - 26 - 27- 11 - R - R R R 24 26 R R 28 R 5 - - 5 25 5 0 0 5 - 27- 27- 0 0 0 0 255 5 5 0 - - - 25- 27 5 5 5 5 27 231 0 1 1 26 1 1 1 0 1 1 1 5 : : 3 3 : 5 : : : 3 : : 4 4 : 1 0 00 220 : : 5 0 :3 :3 0 0 5 5 0 0 24 : : : 8 : : 1 1 : 6 : : : 1 4 0 0 1 3 4 : : 00 4 4 1 4 21: 0 0 1 3 10 : 4 20 : 2 5 5 4 9 : : :0 19 6 04 0 2 018 4 4 1 1 04 0 0 0 0 2 0418 1 - 2 1 0 2 3 4 - 2 - 0 04 - - - 4 - - - 0 - - - - 4 4 - - - - - 0 0 - - 4 0 04 - - n n n - n n 2 0 n n n n n n - 0 n n n n n - - 0 n n - n n 8 - 10 n 10 n - - n n 8 u 9 n n n 7 Ju Ju Ju Ju n Ju Ju Ju Ju Ju n n Ju Ju Ju 5 Ju - Ju Ju J - Ju Ju - Ju Ju - - u - - - Ju - - - Ju - 5 - - - - - 4 - Ju Ju - 1 Ju - Ju - 7 3 2 4 5 - 7 8 2 9 Ju Ju 6 7 8 1 3 1 1 1 6 8 1 9 - - J 1 1 1 1 - - Ju 1 9 1 0 0 - 4 5 0 0 0 - 0 1 1 6 1 1 1 0 2 - 0 - 2 0 2 0 2 0 0 0 0 0 0 0 11 1 2 3 2 3 2 0 0 1 2 2 4 5 L L 1 L L L L L L 2 L 2 L L L 0 R R L L L L L R R R L L R2 R2 R R L L 2 2 2 2 2 2 2 2 2 4 2 4 4 2 2 2 2 2 2 2 2 2 2 2 2 2 2 22 22 2 2 2 2 2 2 22 22 2 2 2 2 0 04 ; ; ; ; ; ; ; 04 0 ; ; ; ; ; ; ; ; ; 04 04 04 04 ; ; ; ; ; ; ; ; ;0 ; ; ; ; ; L L L L L L L L L L L L L L L L L L L L L R R R R 2 2 2 2 2 2 2 R R 2 2 2 2 2 2 2 2 R R R 2 2 2 2 2 2 2 2 2 2 2 4 4 2 2 2 22 2 2 2 2 2 4 2 2 22 2 2 ARR DEP De clare d IFR Capa city 04 04 04 0 0 0 04 04 04 Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y W W W W W W W W W W W W W W W W W W W W W W W W R R R R R R R W W R R R R R R R R R W W W W R R R R R ------R R R R R R R R R - 5 5 0 5 5 5 5 - 5 5 5 5 5 - 0 0 - - - 0 0 0 0 0 0 - - - 1 1 1 1 1 :1 1 : :1 1 5 0 : 00 : 3 3 : 5 5 3 3 : : 3 5 5 0 0 4 4 : 1 : 0 : : :0 : : 0 : :0 : : : : 1 :1 1 : 4 4 :1 4 0 1 0 0 3 4 : 00 5 5 1 4 0 0 3 6 : 4 2 : 2 4 9 : : : 2 04 0 2 0 4 4 1 1 1 04 0 0 2 4 0 0 2 04 1 - 0 04 - - - 4 - - 0 - - 0 3 4 - - - - 48 - - 0 0 - - - - 0 4 - - - - 2 / 04 n n n - - 0 n n - 0 n n n Annexn 1 n n n n n 0 n n n n - - n n - n n - - n n u n n n Ju Ju Ju Ju n Ju Ju Ju Ju Ju n n Ju Ju Ju Ju - Ju Ju J - Ju Ju - Ju Ju - - u - - - Ju - - - Ju ------Ju Ju - 1 Ju - Ju - 7 3 4 5 - 7 8 9 Ju Ju 6 7 8 1 3 6 8 9 - - J 1 - - Ju 9 0 - 4 5 0 - 1 1 6 1 1 1 0 2 - - 2 2 2 0 0 0 0 0 0 11 1 2 3 2 3 2 0 0 1 2 2 4 5 1 2 2 0 2 2

ARR DEP Declared IFR Capacity July

60 July

50 80

40 34 34 34 34 34 34 34 34 34 34 34 35 35 34 35 34 34 34 34 35 35 35 35 34 34 34 34 34 34 35 35 70 30 60

Movements / peak hour 20 1 1 0 3 0 0 50 0 28 25 0 25 25 25 24 26 28 27 24 25 27 25 12 26 25 26 21 23 24 10 20 20 8 20 20 20 15 15 40 356 35 35 35 35 35 35 35 35 34 34 34 34 344 34 34 34 34 34 34 34 34 34 34 34 8 34 34 345 34 34 34 3 3 5 0 0 1 1 2 1 0 0 1 0 0 0 2 0 1 2 1 0 0 2

L L L L L L L L L L L R R L R L L L R R R R R L L L L L L R R 30 2 2 2 2 2 2 2 2 2 2 2 2 2 4 2 2 2 2 4 4 2 2 2 2 4 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 ; ; ; ;2 ;22 ; ; ; ; ; ; 04 04 ; 0 ; ; ; 2 04 04 ; ; ;2 ; ;2 ; 0 04 ; ; ; ; ; ; ;0 ;0 ; ; L L L L L L L L L L L L L L L L L L L L L R R 2 2 2 2 2 2 2 2 2 R R 2 R 2 2 2 R R R R 2 2 2 2 R 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 4 4 2 2 2 2 2 4 2 2 04 2 Y 04 04 04 04 0 0 0 04 Movements / peak hour Y Y Y Y Y Y Y Y Y Y Y Y Y Y 0 3 Y Y Y Y Y Y 1 1 Y 20 Y Y Y Y Y Y Y 0 0 Y Y W W W W W W W W W W W W W W W W W W W W W W W W W W R R R R R R R R R R R W W R W R R R W W R R R R R R ------25- - - - - R ------0 28 R R 0 R - R R R 25R R R 25 0 5 265 5 5 5 5 280 0 - - 0 - 5 - 12- - - 260 0 5 5 0 - - 1 1 1 1 :1 27 27 1 0 1 25 5 3 25: 2400 : : 4 : 0 0 00 5 0 0 240 2500 00 25: 5 5 5 5 00 0 3 4 : 0 26 5 : : 1 : : : : 1 : : : 3 1 1 1 : : : : : 1 241 4 0 4 : 3 : 4 : : : 23 1 4 : : 3 1 : :0 21 : 3 4 2 0 4 4 9 4 4 4 10 0 0 -20 2 04 0 20 3 00 1 0 20 4 220 2 020 4 04 l - - 04 04 2 04 4 - 1 8 00 - 0 - - 0 - - l 0 - 0 0 0 0 04 0 0 l - - 0 0 l l - l l l - - - l 2 - - - l - - - l l - l 15 l l l - l 15 0 l l - l - - - l l l - - Ju u l 6 - l l l l l l Ju Ju - Ju Ju l Ju u Ju Ju Ju Ju J Ju Ju 5 - Ju - - 4 - - Ju Ju Ju Ju Ju Ju - Ju 8 Ju Ju - - - Ju Ju - - 5 - - - - Ju - - - - J Ju Ju - - - Ju 1 2 7 8 8 - - 6 7 8 - - 4 0 6 2 - Ju 0 5 1 - - 5 9 1 3 9 0 11 1 4 - 6 7 1 9 4 2 0 0 0 0 2 0 0 1 3 3 3 1 1 1 2 3 2 2 2 2 0 2 0 1 1 1 0 1 5 1 1 2 2 2 2 1 2 1 3 0 0 0 0 1 0 0 0 2 2 0 3 0 0 L L L L L L L L L L L R R L R L L L R R R R R L L L L L L R R 2 2 2 2 2 2 2 2 2 2 2 2 2 4 2 2 2 2 4 4 2 2 2 2 4 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 ; ; ; ;2 ;22 ; ; ; ; ; ; 04 04 ; 0 ; ; ; 2 04 04 ; ; ;2 ; ;2 ; 0 04 ; ; ; ; ; ; ;0 ;0 ; ; L L L L L L L L L L L L L L L L L L L L L R R 2 2 2 2 2 2 2 2 2 R R 2 R 2 2 2 R R R R 2 2 2 2 R 2 2 ARR DEP Declared IFR Capaci2ty 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 4 4 2 2 2 2 2 2 4 2 04 04 04 04 04 0 0 0 04 Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y W W W W W W W W W W W W W W W W W W W W W W W W W W R R R R R R R R R R R W W R W R R R W W R R R R R R ------R ------R R R - R R R R R R 0 5 5 5 5 5 5 0 0 - - 0 - 5 - - - - 0 0 5 5 0 - - 1 1 1 1 :1 1 0 1 5 3 : 00 : : 4 : 0 0 00 5 0 0 0 00 00 : 5 5 5 5 00 0 3 4 : 0 5 : : 1 : : : : 1 : : : 3 1 1 1 : : : : : 1 1 4 0 4 : 3 : 4 : : : 1 4 : : 3 1 : :0 : 3 4 2 0 4 4 9 4 4 4 0 0 - 2 04 0 3 00 1 0 4 2 2 0 4 04 l - - 04 04 2 04 4 - 1 00 - 0 - - 0 - - l 0 - 0 0 0 0 04 0 0 l - - 0 0 l l - l l l - - - l 2 - - - l - - - l l - l l l l - l 0 l l - l - - - l l l - - Ju u l - l l l l l l Ju Ju - Ju Ju l Ju u Ju Ju Ju Ju J Ju Ju - Ju - - - - Ju Ju Ju Ju Ju Ju - Ju Ju Ju - - - Ju Ju - - 5 - - - - Ju - - - - J Ju Ju - - - Ju 1 2 7 8 8 - - 6 7 8 - - 4 0 6 2 - Ju 0 1 - - 5 9 1 3 9 0 11 1 4 - 6 7 1 9 4 2 0 0 0 0 0 0 1 3 1 1 1 2 3 2 2 0 0 0 1 5 1 2 2 2 2 2 3 1 2 2 3

ARR DEP Declared IFR Capacity

August

60 August

50 80

40 34 34 34 34 34 34 35 35 35 35 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 35 70 30 60 0 0 16 0 Movements / peak hour 20 0 0 50 0 11 2 27 29 27 29 7 25 27 28 28 27 27 26 28 28 26 22 8 23 24 5 23 10 19 18 19 17 40 14 35 35 355 35 7 13 8 35 34 346 348 34 34 34 34 34 34 34 34 34 3411 34 34 34 34 34 349 34 34 34 34 34 34 34 4 4 3 0 2 1 1 0 1 0 0 0 0 0 0 0 1 0 1 2 L L L L L L L L L L L L R R R R L L L L L L L L L L L L L L R 2 2 2 2 2 30 2 2 2 4 4 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 22 2 2 2 2 2 2 2 2 22 2 2 2 2 2 22 ; ; ; ; ; ; 04 0 04 0 ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; 04 ; ; ; ; ; L L L L L L L L L L L L L L L L L L L L L L L L L L R 2 2 2 2 2 R R R 2 2 2 2 2 2 2 2 2 2 2 0 2 2 2 2 2 2 2 2 R 2 2 22 2 2 2 4 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 0 22 0 16 04 04 Y 04 0 Y Y 04 Movements / peak hour Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y 20 Y Y 0 Y Y 0 Y W W W W W W W W W W W 0 W W W W W W W W W 11 W W W W W W 2 W R R R R R R W W W R R R R R R R R R R R R R R R R R R R R W ------29R R R R - - 25 R 5 5 5 275 - - 5 275 0 290 5 7 5 5 0 0 275 5 5 0 1 0 28 - - 28 0 0 0 1 28 280 0 0 26 - 1 1 : :1 1 :1 27 27 : :1 :1 :1 : : 0 0 0 5 5 : 3 4 00 26 0 00 :4 1 : 8 0 :0 0 :0 : : 0 : 0 24: :0 0 :0 : 0 4 4 : 4 23 4 : 1 : 4 : 5 : 4 23 0 222 1 1 0 :0 4 : 9 4 6 8 3 1 : : 4 0 4 04 4 4 4 4 1 : 1000 - 0 - 119 3 04 0 218 0 1 1 0 0 19 3 - - - 04 4 0 - - 0 04 0 - 0 0 0 - - 00 - - 0 0 - 0 - - 17 g g 2 2 ------g g - 0 0 - g g 7 g g - - - - g g 2 g 14 - g g g g g - u u u - - 5 g g g g g 13 g g 8 u u g g u u u 11 u u g u u g u u u 6 g g u g A A A u g u u u u u u 9 u u u A - A 8 - u u A A A A A A A A A A - - u u - A A - - u - A - - A A A - A - A - - A A - A - 1 2 3 5 A A 4 - - - 4 - - 1 - 2 4 - A A - 2 6 0 - 3 4 - - 3 7 9 0 A 2 0 0 - 11 1 3 5 1 7 9 2 - 0 0 0 1 6 - 1 - 0 1 0 4 0 0 1 8 0 2 0 0 2 0 2 5 6 2 1 8 0 2 1 3 1 0 9 0 1 1 1 1 1 2 0 7 8 1 2 2 2 2 3 0 L L L L L L L L L L 0L 0L R R R R L L L L L L L L L L L L L L R 2 2 2 2 2 2 2 2 4 4 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 22 2 2 2 2 2 2 2 2 22 2 2 2 2 2 22 ; ; ; ; ; ; 04 0 04 0 ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; 04 ; ; ; ; ; L L L L L L L L L L L L L L L L L L L L L L L L L L R 2 2 2 2 2 R R R 2 A2RR 2 DEP2 2Decla2 red I2FR Capacit2 y 2 2 2 2 2 2 2 2 2 2 2 R 2 2 22 2 2 2 4 2 2 2 2 2 2 2 22 2 2 2 2 2 2 2 2 2 2 2 2

04 04 04 0 04 Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y W W W W W W W W W W W W W W W W W W W W W W W W W W W R R R R R R W W W R R R R R R R R R R R R R R R R R R R R W ------R R R ------R 5 5 R 5 5 0 5 5 - - - - 5 5 0 0 0 5 5 0 0 0 5 5 - 1 1 1 1 0 1 1 0 0 1 1 0 0 1 1 : : : : 0 5 : : 3 4 00 : : : : 4 0 0 0 5 :0 0 :0 : : 0 : 0 :0 :0 0 0 00 : 0 1 : 4 : : : : : : : 1 4 0 0 4 4 4 1 9 4 4 0 3 2 1 1 : : : : 4 0 4 4 6 4 4 8 : 00 - 0 04 0 2 04 0 1 1 4 4 0 0 1 - - 1 3 0 - 3 - - 04 4 0 2 - - 0 04 0 - 0 0 - 00 - - 0 0 - 0 - - g g - 2 ------2 49 g - g g 0 0 - g g g g g g g g g Annexg - 1 / g u u u g - - g g g g g g g g g u u g g u u u u u u u u u u g A A g g u u u u u u A A u u A A u u u u A A - - - u A A A A A A A A u - - A u u - - A A A - A A - - A - - A A - A - - 2 5 A A - - 1 - 1 3 - - 2 - - - 6 - 0 - 3 - - 7 9 0 A 4 A A - 11 7 4 - 0 0 0 0 6 - - 1 3 4 5 1 8 9 2 2 5 6 8 1 0 9 0 1 1 1 1 2 2 2 2 2 3 1 1 2 2 2 2 0 7 8 0 1 3 0 0

ARR DEP Declared IFR Capacity September

60 September

50 80

40 35 35 35 35 35 35 35 35 35 35 70 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34

30 60 3 1

Movements / peak hour 2 1 20 2 0 50 12 1 0 23 27 29 23 27 27 25 27 26 26 26 25 26 26 24 25 24 23 10 22 8 20 21 20 7 18 18 8 17 5 40 35 35 34 34 3412 34 34 34 34 35 34 34 35 34 34 34 35 35 35 35 35 34 34 34 34 34 35 34 34 34 6 6 4 6 0 0 1 0 3 0 1 1 0 0 3 1 1 1 0 2 0 1 L L L L L L L L 30 R R L L L L L R L R L L R R R R R L R L L L 2 2 2 2 2 2 2 2 2 2 2 4 2 2 2 2 2 2 2 4 4 2 4 4 4 2 2 2 2 2 2 2 2 ;22 2 2 ;22 2 2 2 2 2 2 2 0 0 ; ; ; ; ; ; ; 0 ; ; 04 ; ; 04 0 04 0 0 ; ; ; ; 04 ; ; ; ; ; ; ; ; ; ; ; ; 3 ; L L L L L L L L L L L L L L L L L L L L R R 2 2 2 2 2 2 R 2 2 R 2 2 2 R R R R R 2 2 2 2 2 R 2 2 4 2 22 2 2 2 2 2 4 2 2 1 2 2 2 4 4 2 2 2 2 2 4 22 2 2

Movements / peak hour 1 0 0 04 04 04 04 2 0 0 04 Y Y Y Y Y Y Y Y Y Y Y 0 0 Y 20 Y Y Y 2 Y Y Y Y Y Y Y 12 1 Y Y Y Y Y Y Y Y W W W W W W W W W W W W 0 W W W W W W W W W W R R R R R R R W R R W R R R W W W W W R R R R 27R W R R R - - 23- - - - 27 - 29- - - - 23 ------27 R R - R 26 R R 26R R R R 26 - R - 255 275 5 5 5 5 5 5 5 5 5 25 5 5 5 5 5 - - 251 - 0 - 26 - - - - - 1 260 - 5 24 :1 1 1 1 : 5 :1 1 :1 5 : 24 1 1 :1 0 : 4 : 4 : 0 0 :4 : 5 0 5 00 :3 00 : 4 : 23 1 : : 1 : 22 0 1 : : 0 : : 4 4 : 4 3 4 : 4 4 21 4 10 0 4 11 37 : 38 0 0 20:4 : 4 0 4 0 3 20 4 : - 18 4 18 : 4 : 1 : 0 04 1 2 04 0 0 1 2 04 0 3 8 017 00 2 5 04 0 ------00 - - - 0 0 0 - - - 0 4 p - 0 2 - 4 0 0 2 2 - 6 - - - - - 1 - 0 p p p e 12 p p p - p p p p 0 - 0 - - p p p p p p p - p p - e e e e p e p p e - p - p e e S e e e e p e e p e e p - e p e e e e S S S S 6 S S e S e S 6 S S p e e S S S 6 S S ------4 - S S S e - S e 3 6 - - S S S - - e 3 S e S ------S 2 - - 2 S - S 3 1 4 5 0 7 8 9 - 1 11 1 - 4 5 6 S - 1 S 1 - 1 6 8 9 0 1 1 0 0 0 0 2 0 1 1 0 1 3 4 0 5 - 0 - 0 0 0 0 3 1 - 8 - 0 2 2 2 3 0 0 0 1 1 2 2 2 7 2 0 2 L L L L L L 1 L L L L L 7 L 1 9 2 2 L L L L L L L L R R R R 1 R 1 R R R R 2 R 0 2 2 2 2 2 2 2 2 2 2 2 4 2 2 2 2 2 2 2 4 4 2 4 4 4 2 2 2 2 2 2 2 2 ;22 2 2 ;22 2 2 2 2 2 2 2 0 0 ; ; ; ; ; ; ; 0 ; ; 04 ; ; 04 0 04 0 0 ; ; ; ; 04 ; ; ; ; ; ; ; ; ; ; ; ; ; L L L L L L L L L L L L L L L L L L L L R R 2 2 2 2 2 2 R 2 2 R 2 2 2 R R R R R 2 2 2 2 2 R 2 2 4 2 22 2 2 2 2 2 4 2 2 2 2 2 4 4 2 2 2 2 2 4 22 2 2 AR R DEP De clare d IFR Capacity 0 04 0 04 04 04 04 0 0 0 Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y W W W W W W W W W W W W W W W W W W W W W W R R R R R R R W R R W R R R W W W W W R R R R R W R R R ------R R - R R R R R R R - R - 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 - - 1 - 0 ------1 0 - 5 :1 1 1 1 : 5 :1 1 :1 5 : 1 1 :1 0 : 4 : 4 : 0 0 :4 : 5 0 5 00 :3 00 : 4 : 1 : : 1 : 0 1 : : 0 : : 4 4 : 4 3 4 : 4 4 4 0 4 11 3 : 3 0 0 :4 : 4 0 4 0 3 4 : - 4 : 4 : 1 : 0 04 1 2 04 0 0 1 2 04 0 3 0 00 2 04 0 ------00 - - - 0 0 0 - - - 0 4 p - 0 2 - 4 0 0 2 2 - 6 - - - - - 1 - 0 p p p e p p p - p p p p 0 - 0 - - p p p p p p p - p p - e e e e p e p p e - p - p e e S e e e e p e e p e e p - e p e e e e S S S S S S e S e S S S p e e S S S S S ------S S S e - S e 6 - - S S S - - e S e S ------S 2 - - S - S 3 4 5 0 7 8 9 - 11 - 4 5 6 S - S - 6 8 9 0 1 2 1 1 1 3 4 5 - - 0 0 0 0 3 1 - 8 - 0 2 2 2 3 0 0 0 1 1 2 2 2 7 2 0 2 1 7 1 9 2 2 1 1 2 0

ARR DEP Declared IFR Capacity

October

60 October

50 80

40 35 35 35 35 35 70 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34

30 60 1 2 1 1 0 2

Movements / peak hour 12 20 1 1 50 0 0 11 26 11 27 27 27 27 26 25 26 27 7 27 24 26 24 24 24 24 25 24 10 22 21 20 18 19 16 40 34 34 35 34 34 34 34 34 34 34 34 34 34 35 35 35 35 34 34 34 34 34 3415 34 34 34 34 34 34 34 34 5 7 11 10 5 10 0 0 1 3 0 1 1 2 1 1 1 0 2 1 2 0 2 1 L L L L L L L L L 30 L R L L L L L L L R R R R L L L L L L L L L 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 4 2 2 2 4 4 4 2 2 2 2 2 2 2 2 2 2 2 2 22 2 22 2 2 2 2 2 2 2 2 2 2 22 2 ; ; ; ; ; ; ; ; ; ; ; ; 04 0 0 ; ; ; ; ; ; ; ; ; ; ; ; ; ; ;0 ;0 ; ; ; L L L L L L L L L L L L L L L 2 L L L L L L L L L L L R 1 R R 1 1 2 2 2 2 2 2 2 2 2 2 2 R R 2 2 2 2 2 2 2 2 2 2 2 2 2 4 2 2 2 2 2 2 2 2 22 2 4 4 4 2 2 2 2 2 22 2 22 22 2 2 2 2 2 0 2 Movements / peak hour 12 Y 0 Y Y 0 04 0 0 Y Y Y 1 Y Y 20 Y Y Y Y Y Y Y 1 Y Y Y Y Y Y Y Y Y Y Y Y 0 Y Y Y Y W W W W W W W W W W W W W W W W W W W W W W W W W W R R W R R R R R R R R R 0 R W W W W R R 11 R R R R R R R R R R R R 11 - - 27 - - - - 27- - 27- - - - - 7 - - - 26- 27------5 R 5 27 26R 25R 26R 27R 5 5 24 5 26 0 - 5 5 5 5 5 0 5 5 0 - - - 5 5 5 0 5 5 5 5 5 5 1 1 1 1 1 - 1 1 1 1 251 1 1 24: 4 4 : : : 24: 4 3 5 :1 4 : 24: 4 : 24: 4 4 : : 24: 0 : : 0 :4 : : 5 0 0 : 0 : : 00 : 4 221 : 1 1 21 0 : 0 9 : 4 4 : 00 4 0 1 3 : : 4 9 4 2 0 10 : 3 19 4 :0 :0 1 5 1 3 20 0 0 2 0418 0 0 04 2 4 0 0 1 0 - 0 0 0 - 2 2 016 4 - 0 0 - 2 04 1 04 - 0 - - - - - 00 - - 4 0 - - - 15 t ------t t t - t - 0 0 t - t t - t t - t t t t t t t t t - t c t t t t c 0 c t c - 0 0 c c t c c c - c 5 c c c c c 7 t - t - c 11 10 c c c c c 10 c t c c t t c O 5 c O O O c c O O O O O O c - O O O O O O - O O - O O O O ------O - O c c - - O - - O - - - - - O O - 1 - 5 - - - - 2 4 3 - 2 - 8 0 2 3 4 2 8 9 2 0 1 1 O 1 5 6 7 8 1 9 1 11 2 3 - 1 O 1 1 O 1 9 2 1 2 6 7 1 0 0 - 0 0 1 - 0 2 2 0 3 0 0 0 0 0 0 0 1 4 - 6 1 2 2 2 2 2 3 0 1 5 1 7 2 2 3 L L L 1 L L L L L L L R L L L L L L L 1 R R1 R R L L L L L L L L L 20 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 4 2 2 2 4 4 4 2 2 2 2 2 2 2 2 2 2 2 2 22 2 22 2 2 2 2 2 2 2 2 2 2 22 2 ; ; ; ; ; ; ; ; ; ; ; ; 04 0 0 ; ; ; ; ; ; ; ; ; ; ; ; ; ; ;0 ;0 ; ; ; L L L L L L L L L L L L L L L L L L L L L L L L L L R R R 2 2 2 2 2 2 2 2 2 2 2 R R 2 2 2 2 2 2 2 2 2 2 2 2 2 4 2 2 2 2 2 2 2 2 22 2 4 4 4 2 2 2 2 2 22 2 22 22 2 2 2 2 2 A RR DEP Declared IFR C apac ity 0 0 04 0 0 Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y W W W W W W W W W W W W W W W W W W W W W W W W W W R R W R R R R R R R R R R W W W W R R R R R R R R R R R R R R ------5 R 5 R R R R 5 5 5 0 - 5 5 5 5 5 0 5 5 0 - - - 5 5 5 0 5 5 5 5 5 5 1 1 1 1 1 - 1 1 1 1 1 1 1 : 4 4 : : : : 4 3 5 :1 4 : : 4 : : 4 4 : : : 0 : : 0 :4 : : 5 0 0 : 0 : : 00 : 4 1 : 1 1 0 : 0 9 : 4 4 : 00 4 0 1 3 : : 4 9 4 2 0 : 3 4 :0 :0 1 5 1 3 0 0 2 04 0 0 04 2 4 0 0 1 0 - 0 0 0 - 2 2 0 4 - 0 0 - 2 04 1 50 04 - 0 - - - - - 00 - - 4 0 - - - t - - - - - / - t t t - t - 0 0 t - t t - t t - t t t Annex 1 t t t t t t t 0 t - 0 - 0 c t t c t t c c c c c c c t c t c c c c c c c - c c t - - c c c c c c t O c t c t O O O O O O O O O c O O O O - O O O - c - - O O c c - O - - - O - - O O - - - - - O - - - O 5 O - - - O O 8 1 - 3 - - 1 - 2 O 4 - 11 2 - O 0 4 8 9 0 1 5 6 7 8 9 3 - O 1 9 2 2 2 6 7 0 - 0 0 1 1 - 6 - 1 2 2 2 2 2 3 3 0 0 0 0 0 0 1 4 2 2 2 3 1 5 1 7 1 1 0

ARR DEP Declared IFR Capacity November

60 November

50 80

40 35 70 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34

30 60 0 0 Movements / peak hour 20 1 3 0 50 1 2 1 1 27 26 27 25 11 26 27 27 27 26 26 29 27 24 24 27 26 23 20 22 10 17 17 17 18 19 18 40 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 35 34 4 9 6 4 3 3 4 0 3 0 2 0 1 1 0 0 0 2 2 1 0 0 2 2 0 2 L L L L 30 L L L L L L L L L L L L L L L L L L L L L L L L L R 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 22 2 2 2 2 2 2 2 2 2 2 2 22 2 2 2 ; ; ; ; ; ; ; ; ; ; ; ; ;22 ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; 04 ; ; L L L L L L L L L L L L L L L L L L L L L L L L L L L L L 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 R 2 2 2 2 2 2 2 2 2 2 0 2 2 2 2 2 2 2 2 2 2 22 2 2 22 2 2 2 2 2 2 0

Movements / peak hour 04 20 Y Y Y Y Y Y Y Y Y Y Y Y Y Y 1 Y Y Y Y Y Y Y 3 Y Y Y Y Y Y Y Y 0 Y 1 W W 1 W W W W W 2 W W W W W W W W W 1 W W W W W W W W W W W W W R R R R R R R R R R R R R R R R R R R R R R R R R R R R W R - - - - 26- - - - 11 ------26- - 29------24- - 26- - 5 26 26 24 5 R 5 5 5 27 5 270 250 5 5 5 5 275 275 270 0 5 0 5 5 5 275 5 5 0 5 275 5 - 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 4 : : : : 4 : : : : 3 3 : : : : : 4 3 : : : : 4 00 : 0 0 : 23 :0 : :4 : 1 : 0 : : 4 : : 3 : 4 4 22 4 4 3 4 4 4 1 4 4 0 3 4 3 3 109 3 1 0 20 3 2 4 : 0 0 0 4 0 - 0 04 2 0 0 04 -18 19 0 0 0 00 2 18 1 2 17 17 2 0 0 2 0417 0 2 0 - - - - - 0 0 v - - - - - 0 ------v - - - - - 8 ------1 v v v v v v v v v v v v v v v v v v v - v v v v o v v v o v o 4 o o o o o o o o o 6 o o o o o o o o o v o 3 o o o N 9 o o o N 4 o N o N N N N - N N N N N N N N N N N - N N N N N N - - - - - N - N - - - N ------N N 8 ------2 - 4 1 3 2 - - - 5 2 2 1 2 - 5 2 6 3 7 2 N 2 3 4 5 1 9 0 11 1 2 3 6 8 9 1 0 2 3 8 - 0 0 0 0 0 1 1 0 1 0 4 0 1 7 1 1 0 2 0 4 0 0 0 0 0 6 7 1 1 2 2 2 2 2 2 9 3 0 0 1 2 L 0 0 L L 2 L L L L L L L L L L L L L L L L L L L L L L L L L L R 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 22 2 2 2 2 2 2 2 2 2 2 2 22 2 2 2 ; ; ; ; ; ; ; ; ; ; ; ; ;22 ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; 04 ; ; L L L L L L L L L L L L L L L L L L L L L L L L L L L L L 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 R 2 2 2 2 2 2 2 2 2 2 2 2 ARR2 2DEP 2 De2 clare2 d IFR2 Capa2 city 2 22 2 2 22 2 2 2 2 2 2

04 Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y W W W W W W W W W W W W W W W W W W W W W W W W W W W W W R R R R R R R R R R R R R R R R R R R R R R R R R R R R W R ------5 5 R 5 5 5 5 0 0 5 5 5 5 5 5 0 0 5 0 5 5 5 5 5 5 0 5 5 5 - 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 4 : : : : 4 : : : : 3 3 : : : : : 4 3 : : : : 4 00 : 0 0 : :0 : :4 : 1 : 0 : : 4 : : 3 : 4 4 4 4 3 4 4 4 1 4 4 0 3 4 3 3 9 3 1 0 3 2 4 : 0 0 0 4 0 - 0 04 2 0 0 04 - 0 0 0 00 2 1 2 2 0 0 2 04 0 2 0 - - - - - 0 0 v - - - - - 0 ------v - - - - - 8 ------1 v v v v v v v v v v v v v v v v v v v - v v v v o v v v o v o o o o o o o o o o o o o o o o o o o v o o o o N o o o N o N o N N N N - N N N N N N N N N N N - N N N N N N - - - - - N - N - - - N ------N N 8 ------2 - 1 - - - 5 1 - 5 6 7 N 2 3 4 5 9 0 11 2 3 6 8 9 0 2 3 8 - 0 0 1 1 1 4 1 7 1 1 2 4 0 0 0 0 6 7 1 1 2 2 2 2 2 2 9 3 0 0 1 2 0 0 2

ARR DEP Declared IFR Capacity

December

60 December

50 80

40 35 35 35 70 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34 34

30 60 2 16 3 4 Movements / peak hour 20 0 1 1 0 50 26 25 0 25 26 24 26 21 22 24 22 9 19 23 23 22 23 21 9 21 23 10 19 20 20 7 19 17 40 34 35 34 34 34 35 3414 34 34 34 34 34 344 34 34 34 34 34 34 34 34 34 34 34 35 34 344 34 34 34 34 5 7 2 9 4 4 4 3 5 3 3 4 3 0 2 2 2 0 1 2 2 1 0 1 0 L L 30 L R L L L R L L L L L L L L L L L L L L L L R L L L L L L 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 4 4 4 2 2 2 2 2 2 2 2 2 2 2 2 ;22 2 2 2 2 2 2 2 ;22 2 2 2 2 2 2 2 ; 0 ; ; ; 0 ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; 0 ; ; ; ; ; ; ; ; ; L L L L L L L L L L L L L L L L L L L L L L L L L L L L R R 2 R 2 2 2 2 3 2 2 4 2 2 2 2 2 2 2 2 2 2 2 2 2 2 22 2 22 4 2 2 2 2 22 22 2 2 22 22 2 2 22 2 2 2 2 22 4 2 2 2 22 2 2 16

Movements / peak hour 04 0 0 Y Y Y Y Y Y Y Y Y Y 1 Y Y Y Y Y Y Y 1 Y Y Y Y Y Y Y Y Y Y Y 20 Y 0 Y 0 Y W 26 W W W W W W W 25 W W W W W W W W W W W W W W W W W 0 W W W R W R R R W R R R R R R R R R R R R R R R R R R W R R R R R R - - - 25------26------5 R 24 5 R 26 5 22R 5 5 - 5 5 - 0 5 0 5 5 0 5 0 210 5 0 0 5 5 - 90 5 1 1 1 1 1 1 221 241 1 0 0 1 4 : : : 5 3 00 00 : 3 4 : 3 : 3 3 : 3 4 3 : : 4 4 3 19 23: : 5 23 : 00 23: : : 9: : : : : : 0 : 0 : 0 23 4 1 : 22: 3 : : : 4 4 : 5 21 3 1 3 4 214 3 3 4 10 : 0 5 4 0 20 1 4 4 4 20 4 : 4 0 4 00 0 00 019 1 00 - 04 00 2 19 0 0 1 2 0 - - 2 0 0 - 2 7 0 3 1 17 0 - - 0 0 0 - 0 - c 0 ------0 04 - - 2 c 14 ------1 04 c c c - - c c c c c c c c - c c c - - c c c c c e 4 c c c c 4 - e c e c e e e c e c c e e e e e e e e e e e e e e c e 5 e e e D e e e 2 9 e e D D D D D - 7 D D D D D D D D e - - D D D - D D D D 4 - - D D D - 4 D - 4 D - - - 5 - - - - - 4 D D - - D - - - 4 - - - 3 1 - D 3 3 3 1 1 D 3 2 4 5 2 - 7 2 - 3 1 6 2 9 2 0 3 4 - 6 7 8 - - 11 2 5 1 7 8 2 1 1 0 - 0 8 9 0 0 1 1 1 2 2 2 0 5 2 9 0 3 0 0 0 0 0 6 1 1 1 1 1 2 2 2 2 2 0 0 2 2 3 L L L0 L R L L L L L L L L L L L L L L L L L L R L L L L L L 0 R 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 4 4 4 2 2 2 2 2 2 2 2 2 2 2 2 ;22 2 2 2 2 2 2 2 ;22 2 2 2 2 2 2 2 ; 0 ; ; ; 0 ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; 0 ; ; ; ; ; ; ; ; ; L L L L L L L L L L L L L L L L L L L L L L L L L L L L R R 2 R 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 22 2 22 4 2 2 2 2 22 A22RR 2 DE2P 22Decla22 red I2 FR C2apaci22ty 2 2 2 2 22 4 2 2 2 22 2 2

04 0 0 Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y W W W W W W W W W W W W W W W W W W W W W W W W W W W W R W R R R W R R R R R R R R R R R R R R R R R R W R R R R R R ------5 R 5 R 5 R 5 5 - 5 5 - 0 5 0 5 5 0 5 0 0 5 0 0 5 5 - 0 5 1 1 1 1 1 1 1 1 1 0 0 1 4 : : : 5 3 00 00 : 3 4 : 3 : 3 3 : 3 4 3 : : 4 4 3 : : 5 : 00 : : : : : : : : : 0 : 0 : 0 4 1 : : 3 : : : 4 4 : 5 3 1 3 4 4 3 3 4 : 0 5 4 0 1 4 4 4 4 : 4 0 4 00 0 00 0 1 00 - 04 00 2 0 0 1 2 0 - - 0 2 0 0 - 2 0 3 1 0 - - 2 0 0 - 0 - c 0 - - - - - 1 - - - 0 04 - - c ------04 c c c - c c e c c c c c c - c c c c 51 c - e c c c c c c c c c / e c Annexc 1 c e e e e e e e e e e e e e e e c e e e e D e e e e e D e D D e e e D D D D - D D D D D D D D D D - - - - D D - D D - D D - - D - - - - - D D - 4 - - - D - D D - 7 - - - - - 0 1 - 3 6 - - 1 1 D 3 4 5 - 11 3 1 6 9 2 4 - 7 8 - 9 0 2 1 5 1 7 8 1 2 9 3 0 0 0 0 6 0 8 1 1 1 1 2 2 2 5 2 2 2 0 0 1 2 2 2 0 0 2 3 0

ARR DEP Declared IFR Capacity Annex 2: Bibliography

[1] United Nations, “United Nations Regional [8] Brussels Airlines, “Brussels Airlines temporarily Information Centre For Western Europe,” suspends all its flights as of 21 March until 19 [Online]. Available: https://unric.org/en/covid-19- April,” Brussels Airlines, 17 03 2020. [Online]. liege-airport-chosen-as-un-humanitarian-aid- Available: https://press.brusselsairlines.com/ hub/. [Accessed 25 March 2021]. brussels-airlines-temporarily-suspends-all-its- flights-as-of-21-march-until-19-april. [Accessed [2] tekdeeps, “tekdeeps,” [Online]. Available: https:// 03 03 2021]. tekdeeps.com/liege-airport-is-reviving-due-to- e-commerce/. [Accessed 25 03 2021]. [9] Brussels Airlines, “Brussels Airlines restarts its operations with a network of 59 destinations [3] WHO, “WHO Timeline - COVID-19,” WHO, 27 4 from June until August,” Brussels Airlines, 2020. [Online]. Available: https://www.who.int/ 25 05 2020. [Online]. Available: https://press. news/item/27-04-2020-who-timeline---covid-19. brusselsairlines.com/brussels-airlines-restarts- [Accessed 1 4 2021]. its-operations-with-a-reduced-network-of-59- [4] European Centre for Disease Prevention destinations-from-june-until-august. [Accessed and Control, “Timeline of ECDC’s response 03 03 2021]. to COVID-19,” European Centre for Disease [10] sciensano, “BEPALING VAN DE STARTDATUM Prevention and Control, 24 3 2021. [Online]. VAN DE TWEEDE GOLF VAN DE COVID-19 Available: https://www.ecdc.europa.eu/en/ EPIDEMIE IN BELGIË,” sciensano, 2020. covid-19/timeline-ecdc-response. [Accessed 1 4 2021]. [11] Belgische Federale Overheidsdiensten, “Beslissingen van het Overlegcomité van [5] Federal Public Service (FPS) Health, Food Chain 18 december 2020,” Belgische Federale Safety and Environment, “Info-coronavirus,” 12 Overheidsdiensten, 18 12 2020. [Online]. 03 2020. [Online]. Available: https://www.info- Available: https://www.belgium.be/nl/ coronavirus.be/en/news/phase-2-maintained- nieuws/2020/beslissingen_van_het_ transition-to-the-federal-phase-and-additional- overlegcomite_van_18_december_2020. measures/. [Accessed 1 4 2021].

[6] Belgian Federal Government, “Belgium. [12] Belgische Federale Overheidsdiensten, be,” 24 03 2020. [Online]. Available: https:// “Beslissingen van het Overlegcomité van www.belgium.be/en/news/2020/coronavirus_ 30 december 2020,” Belgische Federale reinforced_measures. Overheidsdiensten, 30 12 2020. [Online]. [7] VRT, “VFR NEWS,” 30 03 2020. [Online]. Available: https://www.belgium.be/nl/ Available: https://www.vrt.be/vrtnws/ nieuws/2020/beslissingen_van_het_ en/2020/03/20/borders-closed-to-non-essential- overlegcomite_van_30_december_2020. travel/. [Accessed 1 4 2021].

52 / Annex 2 Annex 3: Fact sheet

1.2% decrease compared with 2019

Total IFR VFR 2017 38,677 33,509 5,168 Traffic evolution 2018 41,771 36,104 5,667 2019 43,451 36,370 7,081 2020 42,911 37,791 5,120 Traffic 2020 vs 2019 -1.2% +3.9% -28% Decline in first half, increase in second half

2019 2020 YoY Q1 10,438 9,787 -6.24% Quarter comparison 2020 vs 2019 Q2 11,143 9,551 -14.29% Q3 11,207 11,974 +6.84% Q4 10,663 11,599 +8.78%

60 missed approaches in 2020, rate increased from 2.67/1000 arrivals to 2.80/1000 arrivals

TOP 3 causes in 2020 Missed approaches 1 Unstable Approach 22 2 I : Wx - thunderstorm - Windshear 14 Safety 3 D: ACFT with technical problems 10

6 Runway incursions, 2 with ATM contribution Jamming satellite signal RNP approach Safety occurrences 2 reports of jet blast after H aircraft crosses RWY 1 wrongly issued take-off clearance Increase in laser events (+53%)

Runway configuration Declared IFR Capacity 22 34 04 35 Capacity IFR traffic never reached declared IFR capacity. 14 days with 29 or above movements, 12 with peak hours at Capacity & night, 2 with peak hours during day due to VFR traffic. punctuality 2,658 minutes delay only due to weather Arrival delay CRSTMP delay: 0.00min/flight

Punctuality Departures: 5,685 minutes ATFM delay 46% (2,609 minutes) due to skeyes’ regulations ATFM impact Arrivals: 4,449 minutes ATFM delay 46% (2,609 minutes) due to skeyes’ regulations

PRS 77% of movements used the PRS

Environment CDO Ratio of CDO’s flown increased for almost every runway

Night movements 11,132 night movements, decrease of 36%

53 / Annex 3