CODA DIGEST Q All-Causes Delay and Cancellations to Air Transport in Europe - Q2 2015

Transcription

1 All-Causes Delay and Cancellations to Air Transport in Europe - Q Edition Number : CDA_2015_002 Edition Validity Date : 18/08/2015

2 DOCUMENT CHARACTERISTICS Document Title Document Subtitle (optional) Edition Number Edition Validity Date CDA_2015_002 18/08/2015 Abstract Author(s) C. Walker Contact Person(s) Tel/ Unit C. Walker NMD/FNI/PFR STATUS AND ACCESSIBILITY Status Accessible via Working Draft Intranet Draft Extranet Proposed Issue Internet ( Released Issue TLP STATUS Intended for Detail Red Highly sensitive, non-disclosable information Amber Sensitive information with limited disclosure Green Normal business information White Public information 2015 The European Organisation for the Safety of Air Navigation (EUROCONTROL). This document is published by EUROCONTROL for information purposes. It may be copied in whole or in part, provided that EUROCONTROL is mentioned as the source and the extent justified by the noncommercial use (not for sale). The information in this document may not be modified without prior written permission from EUROCONTROL. Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue i

3 EXECUTIVE SUMMARY The quarterly (Q2 2015) network delay situation deteriorated with higher delays being observed in April and May, even if June 2015 saw better performance than June Data received directly from airlines by CODA describing delays from all-causes illustrated a worsening delay situation for the network during Q compared to Q2 2014, with the average delay per flight from all causes of delay increasing from 9.6 to 10.3 minutes per flight (see section 1). One contributor to this was the percentage of flights delayed on departure increasing by 2 points, with 39.8% of flights delayed (>=5 minutes). As reported in the Monthly Network Operations Report during the second quarter of 2015 (Q2 2015) there were 1.3% more flights per day in the EUROCONTROL Statistical Reference Area (ESRA08) than in Q (Figure 1). Traffic continues to avoid Ukrainian, Syrian and Libyan airspace and hence distort traditional traffic flows with some ACCs experiencing much higher or much lower demand. Delays due to airline operations and en-route ATFCM delays remained stable or showed very small increases. The main increases were due to airport operations including ATFCM. Istanbul s Ataturk and Sabiha Gokcen airports experienced chronic delays throughout the quarter. Rome Fiumicino experienced high delays following a fire at terminal 3 of the airport on 7 May, these delays continued throughout the quarter. (see section 12) The share of reactionary (knock on) delay increased with 45% of delay minutes (4.6 minutes of the 10.3 average delay per flight) reported compared to 42% in Q2 2014, reflecting a reduced success in catching up later in the day. Despite the increase in delays operational cancellations decreased to 1.3% of flights, Q saw just 3 days of high cancellation rates whereas Q saw 12 days. French ATC industrial action occurred for 3 days (8 to 10 April) with a peak in cancellations of 7% being observed on the 8 April. In May disruptions at Rome Fiumicino (terminal fire) and Brussels (power failure) accounted for a further two peaks in cancellations both at 2% (see section 6). Airline on-time performance deteriorated with 82% of flights arriving within 15 minutes or earlier than their scheduled arrival time (STA), compared to 84% in Q Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue ii

4 DOCUMENT APPROVAL Edition History The following table records the complete history of the successive editions of the present document. Edition History Edition No. Edition Validity Date Author CDA_2015_002 18/08/2015 C. Walker Final Version Reason Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue iii

5 Table of Contents DOCUMENT CHARACTERISTICS... I EXECUTIVE SUMMARY... II DOCUMENT APPROVAL... III EDITION HISTORY... III TABLE OF CONTENTS...IV 1 TRAFFIC AND AVERAGE DELAY PER FLIGHT OVERVIEW Q MONTHLY SUMMARY AVERAGE DELAY PER DELAYED FLIGHT (DEPARTURE) NM VERSUS AIRCRAFT OPERATOR EXPERIENCE OF DELAY DISTRIBUTION OF ALL FLIGHTS BY LENGTH OF DELAY (PUNCTUALITY) CODA OPERATIONAL FLIGHT CANCELLATION ANALYSIS CODA SCHEDULING INDICATORS CODA REACTIONARY DELAY ANALYSIS AVERAGE DELAY PER DELAYED FLIGHT VS PERCENTAGE OF DELAYED FLIGHTS AVERAGE DELAY PER FLIGHT BY HOUR AVERAGE DELAY PER DELAYED FLIGHT (ARRIVAL) TOP 20 DELAY AFFECTED DEPARTURE AIRPORTS TOP 20 DELAY AFFECTED ARRIVAL AIRPORTS TOP 20 DELAY AFFECTED CITY PAIRS YEAR ON YEAR TRENDS IN ALL-CAUSES INDICATORS CODA DELAY GROUPINGS GLOSSARY OF TERMS AND ABBREVIATIONS CORRELATION BETWEEN IATA DELAY CODES AND THE NM REGULATION CODES STANDARD IATA DELAY CODES STANDARD IATA DELAY CODE SUB-CODES (AHM731) CODA COVERAGE OF COMMERCIAL FLIGHTS IN ECAC REGION Q Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue iv

6 1 Traffic and Average Delay per Flight Overview Figure 1. Total Departures per Day in ESRA08 In Q traffic increased: there were 1.3% more flights per day in the EUROCONTROL Statistical Reference Area (ESRA08) than in Q Turkey, Spain and UK continue to contribute to this overall growth. Ukraine continued to see fewer flights during the quarter. Figure 2. Delay Causes Q vs. Q Q saw an increase in the average delay per flight to 10.3 minutes for all-causes delay. Further analysis of the delay reasons shows that reactionary delays increased by 0.3 minutes to 4.6 minutes per flight. Airline-related delays remained stable at 3.0 minutes per flight, ATFCM enroute delays as reported by airlines also remained stable. The main changes came in airport delays, these increasing from 0.9 to 1.3 mins/flight in the quarter. Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 1

7 Figure 3. Long Departure Delays >60 Minutes The higher delays (those greater than 60 mins in orange) seen in April and May can be observed in Figure 3, with June seeing a fall in delay compared to the same month last year. For the year so far, long delays remain at a stable level and in line with the typical summer seasonal trend. Figure 4. Primary Delay Causes Q vs. Q Analysing the Q average delay per flight, airline causes remained the same at 3 minutes per flight. ATFCM total delay increased to 1.6 minutes per flight with mainly airport restrictions contributing to the overall increase. Airline reported ATFM en-route delays also remained the same at 0.6 minutes per flight. Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 2

8 Figure 5. ATFCM Share of All-Causes Primary Delay In Q the ATFCM share of all-causes delay (primary delay) minutes illustrates the higher shares of airport ATFCM during the quarter, with April being the highest in Q , however June performance was better than June 2014, with a 9.6% share of en-route delay. The shares of airport ATFCM delay should also be noted in Figure 5, highlighting the trend of higher airport delay during the quarter particually at the larger airports where reactionary delays can build quickly and affect operations. Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 3

9 2 Q Monthly Summary Section 2 provides a more detailed month by month view, highlighting the particular causes and locations of all-causes delay. April Operational data directly from airlines describing all-causes delay showed an average delay per delayed flight (ADD) of 26 minutes, an increase of 2 minutes when compared to April 2014 with weather and industrial action prevalent during the month. 37% of flights were delayed on departure (PDF >=5 minutes), this was an increase of 4 percentage points when compared to the same month in On arrival, 36% of flights were delayed and showed an average delay per delayed flight of 28 minutes compared to 25 minutes in April Weather impacted operations at Amsterdam (strong winds), Copenhagen (thunderstorms), Frankfurt (heavy rain and strong winds) and Vienna airports (strong winds). An aircraft incident on 25 April at Istanbul Ataturk airport blocked the main runway for most of the day with arrival delays exceeding 60 minutes per flight the airport also experienced capacity delays. French ATC industrial action from 8 till 10 April which also caused the cancellation of approximately 3,400 flights. May All-causes delay data showed an average delay per delayed flight (ADD) of 26 minutes, an increase of 1 minute when compared to May % of flights were delayed on departure (PDF >=5 minutes), this was an increase of 3 percentage points when compared to the same month in On arrival, 36% of flights were delayed and showed an average delay per delayed flight of 28 minutes compared to 26 minutes in May An electrical power failure on 27 May at Belgocontrol, approximately 850 flights did not fly through the airspace, an estimated 100 flights were cancelled at Brussels airport as a result. Runway works also started on the same day with an increase in delay being observed. The industrial action by TAP/Air Portugal pilots between 1 and 10 May 2015, resulted in approximately 1,000 flights being cancelled. A fire in terminal 3 at Rome/Fiumicino airport overnight on 6/7 May, caused a 20% capacity reduction for the remainder of the month. Strong winds and thunderstorms affected Istanbul Ataturk, London Heathrow, Amsterdam Schiphol and Zurich. Istanbul Ataturk also experienced airport capacity delays. Works in progress on the runway at Helsinki Vantaa caused delays. June All-causes delay data from airlines showed an improvement with average delay per delayed flight from all-causes of 26 minutes, a decrease of 6% when compared to June Regarding arrival punctuality, 73% of flights arrived within 15 minutes of the scheduled time of arrival remaining at stable level when compared to June Despite a decrease in overall delay, ATFCM delays due to airport capacity and weather increased. Seasonal weather (thunderstorms, strong winds) impacted both Istanbul airports, Antalya, Amsterdam, Brussels, Frankfurt, London Heathrow, Madrid Barajas and Zurich. Istanbul airports also experienced significant airport capacity delays during the month, with airport delay increasing from 1.1 to 1.4 mins/flight for the network. Rome/Fiumicino experienced delays at the airport due to an ongoing airport capacity reduction after the Terminal 3 fire in May Runway maintenance at Brussels, Amsterdam/Schiphol and Helsinki Vantaa airports also affected operations. Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 4

10 3 Average Delay per Delayed Flight (Departure) The average delay per delayed (ADD) flight was 25.8 minutes per flight, this was an increase of 1% when compared to Q where the ADD was 25.6 minutes and just below the 5 year average. 39.8% of flights were delayed on departure (>=5 minutes) this was an increase of 2 points in comparison to that observed in Q and the highest for the last 5 years. Regarding the average delay per flight in Figure 11, higher delays during April and May can be observed, particularly when compared to the lows that were observed in the equivalent months of Figure 6. Average Delay per Flight (All-Causes) for Departures Figure 7. Average Delay per Delayed Flight (All-Causes) for Departures Figure 8. Percentage of Delayed Flights (All-Causes) for Departures Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 5

11 4 NM Versus Aircraft Operator Experience of Delay Figure 9. Breakdown of Average Delay per Flight Q vs. Q (Network Manager vs. Aircraft Operator) This section presents the air transport delay situation as seen from the airline and passenger viewpoint (the difference between the scheduled time of departure and the actual time of departure from the gate). Data coverage is 65% of commercial flights in the ECAC region for Q ATFCM delays reported by airlines could be lower than the NM-calculated ATFCM delays due to difference in methods: ATFCM delays calculated by NM are the (flight) planned delays based on restrictions applied; the airlines report the actual experienced ATFCM delay on departure. For instance, a flight with an ATFCM restriction may also have a handling delay absorbed within the ATFCM restriction. For the airline, a part of this delay is the ATFM delay and the rest is the handling delay. Further analysis of airline data shows that the average en-route ATFCM delay from allcauses was 0.6 minutes per flight, lower in comparison to the NM recorded average en-route ATFCM delay of 0.8 minutes per flight. According to airline reports, primary delays (eg. passenger and ramp handling delays) counted for 55% (5.3 min/flt) of which (0.6 min/flt) was attributed to en-route ATFCM restrictions, with reactionary delays representing the remaining share of 45% of (4.6 min/flt). Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 6

12 5 Distribution of All Flights by Length of Delay (Punctuality) In Q punctuality levels fell with 43% of flights departing within the 5 minute threshold before or after the scheduled departure time (STD) a decrease of 1.7 percentage points when compared to Q Flights delayed >30 minutes from all-causes increased, these by 1 percentage point to 8.6%, with flights delayed >60 minutes increasing to 3.1%. Figure 10. All-Causes Departure and Arrival Punctuality Q vs.q In regard to arrival punctuality, 27% of flights arrived on time within the 5 minute threshold before or after the scheduled arrival time. Flights arriving >15 minutes ahead of schedule decreased from 9% to 8% following the increases in delay observed during the quarter. This high share may affect airport and air traffic flow management operations in the event of aircraft frequently arriving excessively ahead of their schedule. Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 7

13 Figure 11. Top 50* Airlines by Arrival On-Time Performance Q *The top 50 airlines reporting to CODA by number of flights. Arrival on time performance (OTP) is calculated as the share of flights arriving within 15 minutes of the scheduled time (time of arrival at gate) In Figure 11 out of the top 50 airlines by the number of flights (65% coverage of IFR flights, long haul and short haul operations included). During the quarter, 24 airlines saw more than 85% of their flights arrive within 15 minutes of the scheduled time of arrival vs. 23 airlines in Q Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 8

14 6 CODA Operational Flight Cancellation Analysis This section is based on data supplied by airports as per Annex IV of EC Regulation N 691/2010. These preliminary results are based on operational cancellation data supplied by 30 of the 50 European coordinated airports reporting to CODA under EC Regulation N 390/2013. Albeit based on data supplied by a restricted list (see the conditions below) of major European airports, these preliminary results already give a good indication of trends and effects of Network events like industrial actions or extreme weather. The IFR flight coverage at the individual airports included in this analysis reaches 100%. Those airports currently unable to report operational cancellations in the required data format or those not meeting all of the criteria for operational cancellations were excluded from the analysis. According to Annex IV of EC Regulation N 390/2013 an Operational cancellation means an arrival or departure scheduled flight to which the following conditions apply: The flight received an airport slot, and The flight was confirmed by the air carrier the day before operations and/or it was contained in the daily list of flight schedules produced by the airport operator the day before of operations, but The actual landing or take-off never occurred. This section of the CODA Digest reports on monthly, weekly and daily shares of operational cancellations of the total planned flights at day -1. Like delays, operational cancellations provide an insight into the impact of network events and associated disruption; e.g. industrial action or extreme weather events. Figure 12. Monthly Rate of Operational Cancellations 2014 Q In Q a low operational cancellation rate of 1.3% can be observed, compared to 1.6% in Q where industrial action by Lufthansa and Germanwings occurred. During Q French industrial action from 8 till 10 April caused the cancellation of approximately 3,000 flights. There was also a pilot strike at TAP Air Portugal in May, however Q remained a relatively quiet period for cancellations. Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 9

15 Figure 13. Average Daily Cancellation 2014 Q Figure 8 provides the detail of cancellations by day from January 2014 to the end of June Operational cancellations remained low at 1.3% of planned flights, with daily cancellation rates peaking as a result of the French strike 8 to 10 April, here a 6.8% rate being recorded during the period. There were other smaller peaks during the quarter related to the Rome terminal fire and the Brussels electrical power failure. Further historical details regarding operational cancellations in 2014 and 2015 can be found in the CODA Annual Digest 2014 and Q report. Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 10

16 7 CODA Scheduling Indicators Scheduling correctly is a difficult art: if too long a time is blocked for a flight, the airline will not be able to make best use of resources - staff, airframes, infrastructure. But too short a time can arguably be worse as late flights generate rotational delay with late incoming aircraft and passengers from previous flights having to be accommodated. When flights leave on time but arrive after the scheduled time of arrival they cause reactionary delays. Schedule padding is essential for air carriers in order to find schedules which work with the typical patterns of delay, so that they can deliver passengers on time, and get maximum use out of their aircraft. Consequently when delays decrease it takes one or two (IATA) seasons for the airline to adapt its schedule accordingly. The Performance Review Report 2014 also shows the cost of tactical and strategic delay to airlines. Two CODA scheduling indicators help airline schedulers determine the optimal schedule based on historical flight data: The Block Time Overshoot (BTO) or the percentage of flights with an actual block time which exceeds the scheduled block time. The European BTO in Q was 30%, this and increase of 3 points compared to Q2 1014, this indicating that that more flights had an actual block time exceeding their scheduled block time during the quarter, this is also highlighted in the small decreases in punctuality levels (Figure 18). Given the relative stability of the BTO we do not observe a strong change in the scheduling strategies (buffering) of airlines for Q The Delay Difference Indicator - Flight (DDI-F) or the difference between departure and arrival punctuality expressed in minutes. This can be indicated as a positive or negative figure, for example a flight departing with 20 minutes delay and arriving with 30 minutes arrival delay will have a DDI-F of +10 minutes. The European DDI-F in Q was -3.1 minutes, this was a decrease of 0.1 minutes per flight when compared to Q Figure 14. Block Time Overshoot (BTO) and Delay Difference Indicator - Flight (DDI-F) 2014 Q Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 11

17 8 CODA Reactionary Delay Analysis In Q the share of reactionary delay increased and represented 45% of delay minutes contributing 4.6 minutes per flight. Reactionary delays are generated as a result of an aircraft s late arrival from a previous flight which in turn affects the punctuality of its next flight with the same aircraft as well as potentially delaying connecting passengers. See IATA Standard Delay Codes section for an overview of the IATA reactionary delay codes. Subsequently there are two types of reactionary delays: firstly as a result of the same aircraft being delayed on its next flight (rotational delay) and secondly when another aircraft is delayed as a result of another aircraft typically through passengers, crew and load connection (non-rotational delays). Reactionary delays are particually important to an individual airline s operational performance as an aircraft operating behind schedule may affect other flights of the airline as well as the overall European network. This section concentrates on IATA delay code 93 rotational delays, as these have a significant share of overall reactionary delays (approximately 90%) and the largest effect on network performance and passenger experience. In Figure 10 analysis shows that the median number of scheduled flights per sequence for an aircraft in Q is 4. IATA winter season can also be observed in the graph where a trend can be seen when the median fell to 3, as fewer flights may be scheduled during this period. The percentage share of rotational delay was 42% for the quarter following a small increase delays for two (April & May) out of the 3 months in the quarter. Figure 15. Median Scheduled Flight Sequence Depth and Share of Reactionary Departure Delay on Intra European Flights: April 2014 June 2015 Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 12

18 9 Average Delay per Delayed Flight vs Percentage of Delayed Flights Figure 16. ADD vs. PDF on Departure The average delay per delayed (ADD) flight was 25.8 minutes per flight, this was an increase of 1% when compared to Q where the ADD was 25.6 minutes. 39.8% of flights were delayed on departure (>=5 minutes) this was an increase of 2 points in comparison to that observed in Q The deterioration in the delay situation during April and May can be seen in Figure 16, with higher percentages of delayed flights observed in Q June, although high compared more favourably. Figure 17. ADD vs. PDF on Arrival Regarding arrivals, the average delay per delayed arrival in Q was 27.6 minutes (compared to 26.6 minutes per flight in Q2 2014). The percentage of delayed flights on arrival increased to 36.9% compared to 35.1% in Q Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 13

19 10 Average Delay per Flight by Hour Figure 18. Breakdown of the Average Delay per Flight by Hour of the Day Q (top) vs. Q (bottom) During the first rotation phase (between 0300 and 0900 UTC) Figure 15 shows a notable higher share of airport related delay morning when compared to Q Airport delay is also prevalent with its share at or just under 10% during the late morning following the first rotation phase. This in turn has pushed reactionary delay minutes to over 60% share by the end of the operational day. Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 14

20 11 Average Delay per Delayed Flight (Arrival) The average delay per delayed flight on arrival from all-causes was 27.6 minutes per flight in Q with the percentage of delayed flights also increasing, this by 1.8 percentage points to 36.9% in comparison to that of Q and the highest for 5 years. Figure 19. Average Delay per Flight (All-Causes) for Arrivals Figure 20. Average Delay per delayed Flight (All-Causes) for Arrivals Figure 21. Percentage of Delayed Flight (All-Causes) for Arrivals Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 15

21 12 Top 20 Delay Affected Departure Airports Figure 22. All-Causes Delay. Top 20 Affected Departure Airports Q Rank Departure Airport ICAO Code Average delay per departure (mins) Average Delay per Flight Percentage Change Average Delay per Delayed Departure Percentage of Delayed Departures 1 ROME FIUMICINO LIRF % % 2 LONDON/GATWICK EGKK % % 3 ISTANBUL-ATATURK LTBA % % 4 ISTANBUL/SABIHA LTFJ 15.7 >100% % 5 LONDON/LUTON EGGW % % 6 BRUSSELS NATIONAL EBBR % % 7 VENEZIA TESSERA LIPZ % % 8 LISBOA LPPT % % 9 MANCHESTER EGCC % % 10 MALAGA LEMG % % 11 MILANO MALPENSA LIMC % % 12 LONDON/HEATHROW EGLL % % 13 MADRID BARAJAS LEMD % % 14 BARCELONA LEBL % % 15 NICE LFMN % % 16 PARIS CH DE GAULLE LFPG % % 17 SCHIPHOL AMSTERDAM EHAM % % 18 FRANKFURT MAIN EDDF % % 19 ALICANTE LEAL % % 20 PALMA DE MALLORCA LEPA % % Rome Fiumicino saw an average delay per flight of 21.6 minutes, following a quarter where the airport was affected by delays resulting from a fire in terminal 3 of the airport. The airport experienced significant delays on 7 May and throughout May and June. Gatwick ranked 2 nd with 16.3 minutes per flight, following airline and en-route delays affecting departing flights. Both Istanbul Ataturk and Sabiha Gokcen airports continue to suffer chronic delays with airlines experiencing airport capacity delays and consequent reactionary delays. Brussels airport experienced delays resulting from the Belgocontrol power failure and works in progress on runway 25L/07R throughout June. Figure 23. Main delay causes at the top 10 affected departure airports Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 16

22 13 Top 20 Delay Affected Arrival Airports Figure 24. All-Causes Delay. Top 20 Affected Arrival Airports Q Rank Arrival Airport ICAO Code Average delay per Flight (mins) Average Delay per Flight Percentage Change Average Delay per Delayed Arrival Percentage of Delayed Arrivals 1 ISTANBUL-ATATURK LTBA % % 2 ISTANBUL/SABIHA LTFJ 20.0 >100% % 3 LONDON/GATWICK EGKK % % 4 BRUSSELS NATIONAL EBBR % % 5 LONDON/HEATHROW EGLL % % 6 LONDON/LUTON EGGW % % 7 LISBON LPPT % % 8 ROME FIUMICINO LIRF % % 9 BARCELONA LEBL % % 10 DUBLIN EIDW % % 11 ANKARA-ESENBOGA LTAC % % 12 ATHINAI E. VENIZELOS LGAV % % 13 MANCHESTER EGCC % % 14 MILANO MALPENSA LIMC % % 15 MADRID BARAJAS LEMD % % 16 VENEZIA TESSERA LIPZ % % 17 MALAGA LEMG % % 18 EDINBURGH EGPH % % 19 GENEVE COINTRIN LSGG % % 20 KOELN-BONN EDDK 9.9-5% % The worsening delay situation in Istanbul can be seen in Figure 25, with Istanbul Ataturk and Istanbul Sabiha Gokcen airports experiencing airport capacity and reactionary delays. London Heathrow suffered from weather related (strong winds and thunderstorms) delays affecting arrival traffic. Delays in Lisbon show signs of improving with the airport seeing a 28% fall in its average delay per flight following improvements in airline performance. Figure 25. Main delay causes at the top 10 affected arrival airports Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 17

23 14 Top 20 Delay Affected City Pairs Figure 26. All-Causes Delay Situation for the 20 Most Delayed Airport Pairs Q Rank Departure Airport Arrival Airport Average Delay Per Departure Change since Previous Period Average Delay Per Delayed Departure Percentage Delayed Departures 1 ANTALYA ISTANBUL-ATATURK % % 2 LONDON/GATWICK BARCELONA % % 3 ROME FIUMICINO CATANIA % % FONTANAROSSA 4 ROME FIUMICINO PALERMO PUNTA RAISI % % 5 BARCELONA LONDON/GATWICK % % 6 ISTANBUL-ATATURK ANTALYA % % 7 8 ISTANBUL-ATATURK IZMIR-ADNAN- MENDERES IZMIR-ADNAN- MENDERES % % ISTANBUL-ATATURK % % 9 SCHIPHOL LONDON/HEATHROW % % AMSTERDAM 10 LONDON/HEATHROW ZURICH % % 11 LONDON/HEATHROW FRANKFURT MAIN % % 12 CATANIA ROME FIUMICINO % % FONTANAROSSA 13 ISTANBUL-ATATURK ANKARA-ESENBOGA % % 14 MADRID BARAJAS LONDON/HEATHROW % % 15 ZURICH LONDON/HEATHROW % % 16 LONDON/HEATHROW MADRID BARAJAS % % 17 PARIS CH DE GAULLE LONDON/HEATHROW % % 18 PALERMO PUNTA ROME FIUMICINO % % RAISI 19 FRANKFURT MAIN LONDON/HEATHROW % % 20 LONDON/HEATHROW MUENCHEN % % Analysis of the Top 20 most delayed city pairs show that flights from Antalya to Istanbul Ataturk experienced delays with an average delay per flight of 22.9 minutes per flight. Other high frequency routes were also affected with Istanbul appearing in five of the top 20. Flights from London Gatwick to Barcelona were affected by arrival restrictions and consequent reactionary delays on their return sectors. Delays at Rome Fiumicino resulting from the terminal fire affected flights to Catania and Palermo. London Heathrow s arrival delays from weather can also be observed. Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 18

24 15 Year on Year Trends in All-Causes Indicators This section summarises the year-on-year trends in the main indicators of delay from allcauses. A flight is considered delayed from 5 minutes. This is based on CODA data covering 65% of commercial flights in the ECAC region in Q Figure 27 Average all-causes delay/delayed flight (departures left, arrivals right) Figure 28. Percentage of flights delayed for all-causes delay (departures left, arrivals right) Figure 29. Percentage of flights delayed >15mins for all-causes (departures left, arrivals right) Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 19

25 16 CODA Delay Groupings CODA CAUSE Description IATA Code Passenger and Baggage Cargo and Mail Aircraft and Ramp Handling Airline Technical and Aircraft Equipment Damage to Aircraft & EDP/Automated Equipment Failure Primary Delay Causes Airport Flight Operations and Crewing Other Airline Related Causes Others ATFM due to Restriction at Destination Airport 83 Airport Facilities 87 Restrictions at Airport of Destination 88 En-Route Restrictions at Airport of Departure 89 ATFM due to ATC En-Route Demand / Capacity 81 ATFM due to ATC Staff / Equipment En-Route 82 Governmental Security and Immigration Weather Weather (other than ATFM) ATFM due to Weather at Destination 84 Miscellaneous Miscellaneous Reactionary Late Arrival of Aircraft, Crew, Passengers or Load Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 20

26 17 Glossary of Terms and Abbreviations PDF TDF TDM TTF ADMD ADMD ADDD ADDD ACC AEA AHM AIBT AOBT ATFCM ATFM ATS BTO CODA DDI-F ECAC Percentage of Delayed Flights Total Delayed Flights Total Delay in Minutes Total Flights Average Delay per Flight on Departure Average Delay per Flight on Arrival Average Delay per Delayed Flight on Departure Average Delay per Delayed Flight on Arrival Area Control Centre Association of European Airlines Airport Handling Manual Actual In Block Time Actual Off Block Time Air Traffic Flow and Capacity Management Air Traffic Flow Management (used by IATA in the Standard IATA Delay Codes) Air Traffic Services Block Time Overshoot Central Office for Delay Analysis Delay Difference Indicator - Flight European Civil Aviation Conference ESRA08 EUROCONTROL Statistical Reference Area 2008 IATA NMD NMOC STA STD International Air Transport Association Network Manager Directorate NM Operations Centre (Network Manager) Scheduled Time of Arrival Scheduled Time of Departure Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 21

27 18 Correlation between IATA Delay Codes and the NM Regulation Codes Note: updated version published in the ATFCM User s Manual Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 22

28 19 Standard IATA Delay Codes Others AIRLINE INTERNAL CODES 06 (OA) NO GATE/STAND AVAILABILITY DUE TO OWN AIRLINE ACTIVITY 09 (SG) SCHEDULED GROUND TIME LESS THAN DECLARED MINIMUM GROUND TIME Passenger and Baggage 11 (PD) LATE CHECK-IN, acceptance after deadline 12 (PL) LATE CHECK-IN, congestions in check-in area 13 (PE) CHECK-IN ERROR, passenger and baggage 14 (PO) OVERSALES, booking errors 15 (PH) BOARDING, discrepancies and paging, missing checked-in passenger 16 (PS) COMMERCIAL PUBLICITY/PASSENGER CONVENIENCE, VIP, press, ground meals and missing personal items 17 (PC) CATERING ORDER, late or incorrect order given to supplier 18 (PB) BAGGAGE PROCESSING, sorting etc. 19 (PW) REDUCED MOBILITY, boarding / deboarding of passengers with reduced mobility. Cargo and Mail 21 (CD) DOCUMENTATION, errors etc. 22 (CP) LATE POSITIONING 23 (CC) LATE ACCEPTANCE 24 (CI) INADEQUATE PACKING 25 (CO) OVERSALES, booking errors 26 (CU) LATE PREPARATION IN WAREHOUSE 27 (CE) DOCUMENTATION, PACKING etc (Mail Only) 28 (CL) LATE POSITIONING (Mail Only) 29 (CA) LATE ACCEPTANCE (Mail Only) Aircraft and Ramp Handling 31 (GD) AIRCRAFT DOCUMENTATION LATE/INACCURATE, weight and balance, general declaration, pax manifest, etc. 32 (GL) LOADING/UNLOADING, bulky, special load, cabin load, lack of loading staff 33 (GE) LOADING EQUIPMENT, lack of or breakdown, e.g. container pallet loader, lack of staff 34 (GS) SERVICING EQUIPMENT, lack of or breakdown, lack of staff, e.g. steps 35 (GC) AIRCRAFT CLEANING 36 (GF) FUELLING/DEFUELLING, fuel supplier 37 (GB) CATERING, late delivery or loading 38 (GU) ULD, lack of or serviceability 39 (GT) TECHNICAL EQUIPMENT, lack of or breakdown, lack of staff, e.g. pushback Technical and Aircraft Equipment 41 (TD) AIRCRAFT DEFECTS. 42 (TM) SCHEDULED MAINTENANCE, late release. 43 (TN) NON-SCHEDULED MAINTENANCE, special checks and/or additional works beyond normal maintenance schedule. 44 (TS) SPARES AND MAINTENANCE EQUIPMENT, lack of or breakdown. 45 (TA) AOG SPARES, to be carried to another station. 46 (TC) AIRCRAFT CHANGE, for technical reasons. 47 (TL) STAND-BY AIRCRAFT, lack of planned stand-by aircraft for technical reasons. 48 (TV) SCHEDULED CABIN CONFIGURATION/VERSION ADJUSTMENTS. Damage to Aircraft & EDP/Automated Equipment Failure 51 (DF) DAMAGE DURING FLIGHT OPERATIONS, bird or lightning strike, turbulence, heavy or overweight landing, collision during taxiing 52 (DG) DAMAGE DURING GROUND OPERATIONS, collisions (other than during taxiing), loading/offloading damage, contamination, towing, extreme weather conditions 55 (ED) DEPARTURE CONTROL 56 (EC) CARGO PREPARATION/DOCUMENTATION 57 (EF) FLIGHT PLANS 58 (EO) OTHER AUTOMATED SYSTEM Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 23

29 Flight Operations and Crewing 61 (FP) FLIGHT PLAN, late completion or change of, flight documentation 62 (FF) OPERATIONAL REQUIREMENTS, fuel, load alteration 63 (FT) LATE CREW BOARDING OR DEPARTURE PROCEDURES, other than connection and standby (flight deck or entire crew) 64 (FS) FLIGHT DECK CREW SHORTAGE, sickness, awaiting standby, flight time limitations, crew meals, valid visa, health documents, etc. 65 (FR) FLIGHT DECK CREW SPECIAL REQUEST, not within operational requirements 66 (FL) LATE CABIN CREW BOARDING OR DEPARTURE PROCEDURES, other than connection and standby 67 (FC) CABIN CREW SHORTAGE, sickness, awaiting standby, flight time limitations, crew meals, valid visa, health documents, etc. 68 (FA) CABIN CREW ERROR OR SPECIAL REQUEST, not within operational requirements 69 (FB) CAPTAIN REQUEST FOR SECURITY CHECK, extraordinary Weather 71 (WO) DEPARTURE STATION 72 (WT) DESTINATION STATION 73 (WR) EN ROUTE OR ALTERNATE 75 (WI) DE-ICING OF AIRCRAFT, removal of ice and/or snow, frost prevention excluding unserviceability of equipment 76 (WS) REMOVAL OF SNOW, ICE, WATER AND SAND FROM AIRPORT 77 (WG) GROUND HANDLING IMPAIRED BY ADVERSE WEATHER CONDITIONS Air Traffic Flow Management Restrictions 81 (AT) ATFM due to ATC EN-ROUTE DEMAND/CAPACITY, standard demand/capacity problems 82 (AX) ATFM due to ATC STAFF/EQUIPMENT EN-ROUTE, reduced capacity caused by industrial action or staff shortage, equipment failure, military exercise or extraordinary demand due to capacity reduction in neighbouring area 83 (AE) ATFM due to RESTRICTION AT DESTINATION AIRPORT, airport and/or runway closed due to obstruction, industrial action, staff shortage, political unrest, noise abatement, night curfew, special flights 84 (AW) ATFM due to WEATHER AT DESTINATION Airport and Government Authorities 85 (AS) MANDATORY SECURITY 86 (AG) IMMIGRATION, CUSTOMS, HEALTH 87 (AF) AIRPORT FACILITIES, parking stands, ramp congestion, lighting, buildings, gate limitations, etc. 88 (AD) RESTRICTIONS AT AIRPORT OF DESTINATION, airport and/or runway closed due to obstruction, industrial action, staff shortage, political unrest, noise abatement, night curfew, special flights 89 (AM) RESTRICTIONS AT AIRPORT OF DEPARTURE WITH OR WITHOUT ATFM RESTRICTIONS, including Air Traffic Services, start-up and pushback, airport and/or runway closed due to obstruction or weather 2, industrial action, staff shortage, political unrest, noise abatement, night curfew, special flights Reactionary 91 (RL) LOAD CONNECTION, awaiting load from another flight 92 (RT) THROUGH CHECK-IN ERROR, passenger and baggage 93 (RA) AIRCRAFT ROTATION, late arrival of aircraft from another flight or previous sector 94 (RS) CABIN CREW ROTATION, awaiting cabin crew from another flight 95 (RC) CREW ROTATION, awaiting crew from another flight (flight deck or entire crew) 96 (RO) OPERATIONS CONTROL, re-routing, diversion, consolidation, aircraft change for reasons other than technical Miscellaneous 97 (MI) INDUSTRIAL ACTION WITH OWN AIRLINE 98 (MO) INDUSTRIAL ACTION OUTSIDE OWN AIRLINE, excluding ATS 99 (MX) OTHER REASON, not matching any code above SOURCE: IATA Airport Handling Manual (730 & 731) 2 Restriction due to weather in case of ATFM regulation only, else refer to code 71 (WO) Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 24

30 20 Standard IATA Delay Code Sub-Codes (AHM731) 73 (WR) WEATHER: EN ROUTE OR ALTERNATE Z OUTSIDE AIRCRAFT LIMITS Y OUTSIDE CREW LIMITS X ETOPS 81 (AT) ATFM DUE TO ATC EN-ROUTE DEMAND/CAPACITY, standard demand/capacity problems Z ATC ROUTEINGS Y HIGH DEMAND OR CAPACITY 82 (AX) ATFM DUE TO ATC STAFF/EQUIPMENT EN-ROUTE, reduced capacity caused by industrial action or shortage or equipment failure, extraordinary demand due to capacity reduction in neighbouring area Z INDUSTRIAL ACTION Y EQUIPMENT FAILURE X STAFF SHORTAGE W MILITARY ACTIVITY V SPECIAL EVENT 83 (AE) ATFM DUE TO RESTRICTION AT DESTINATION AIRPORT, airport and/or runway closed due to obstruction, industrial action, staff shortage, political unrest, noise abatement, night curfew, special flights Z HIGH DEMAND / ATC CAPACITY Y INDUSTRIAL ACTION X EQUIPMENT FAILURE W STAFF SHORTAGE V ACCIDENT / INCIDENT U MILITARY ACTIVITY T SPECIAL EVENT S NOISE ABATEMENT/NIGHT CURFEW R OTHER 87 (AF) AIRPORT FACILITIES, parking stands, ramp congestion, lighting, buildings, gate limitations, etc. Z LACK OF PARKING STANDS Y RAMP CONGESTION X LIGHTING OR BUILDINGS W GATE LIMITATION / NO GATE AVAILABLE V BAGGAGE SORTING SYSTEM DOWN / SLOW U NO PUSH BACK CLEARANCE DUE TO INFRASTRUCTURE T JET BRIDGE INOPERATIVE S LACK OF CHECK IN COUNTERS R ELECTRICAL SYSTEM FAILURE P PASSENGER TRANSPORT SYSTEM FAILURE N PUBLIC ADDRESS/FLIGHT INFORMATION DISPLAY SYSTEM FAILURE M INSUFFICIENT FIRE COVER L GROUND COMMUNICATION SYSTEM FAILURE K NO PUSH BACK CLEARANCE DUE TO CONSTRUCTION J BREAKDOWN OF AIRPORT FUELLING SYSTEM H LATE OR LACK OF FOLLOW ME FOR PUSH-BACK G ANY OF THE ABOVE AT THE DESTINATION AIRPORT 89 (AM) RESTRICTIONS AT AIRPORT OF DEPARTURE WITH OR WITHOUT ATFM RESTRICTIONS, including Air Traffic Services, start-up and pushback, airport and/or runway closed due to obstruction or weather. Z ATC CAPACITY Y ATC INDUSTRIAL ACTION X ATC STAFFING W ATC EQUIPMENT V ATC ACCIDENT/INCIDENT U ATC DUE TO DE-ICING T ATC SPECIAL EVENT S ATC WEATHER R ATC RESTRICTIONS DUE TO CURFEW P ATC POLITICAL UNREST N ATC ENVIRONMENTAL M AIRPORT CLOSURE L RUNWAY CLOSURE K START-UP/PUSHBACK CLEARENCE DELAY (LOCAL ATC) J LOST FLIGHT PLAN BY ATC H CONSTRUCTION WORK/MAINTENENCE G OTHER 93 (RA) AIRCRAFT ROTATION, late arrival of aircraft from another flight Z LATE ARRIVAL DUE DEPARTURE DELAY AT PREVIOUS STATION Y LATE ARRIVAL DUE ENROUTE DELAY X LATE ARRIVAL DUE DELAY AFTER LANDING W LATE ARRIVAL DUE TO HIGH DEMAND FOR DESTINATION STATION V LATE ARRIVAL DUE TO WEATHER AT DESTINATION U LATE ARRIVAL DUE TO TECHNICAL REASONS Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 25

31 21 CODA Coverage of Commercial Flights in ECAC Region Q Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 26

32 DOCUMENT FINAL PAGE Edition Validity Date: 18/08/2015 Edition: CDA_2015_002 Status: Released Issue 27