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

Transcription

1 CODA DIGEST Q All-Causes Delay and Cancellations to Air Transport in Europe Quarter Edition Number : CDA_2017_001 Edition Validity Date : 01/06/2017

2 DOCUMENT CHARACTERISTICS Document Title Document Subtitle (optional) Edition Number Edition Validity Date Use pop-up to enter value. Abstract CDA_2017_001 01/06/2017 Author(s) C. Walker Contact Person(s) Tel/ Unit C. Walker NMD/PFR/FNI 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 2017 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 non-commercial use (not for sale). The information in this document may not be modified without prior written permission from EUROCONTROL. Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue i

3 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_2017_001 01/06/2017 C. Walker Final Reason Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue ii

4 Table of Contents DOCUMENT CHARACTERISTICS... I DOCUMENT APPROVAL... II EDITION HISTORY... II TABLE OF CONTENTS... III 1 EXECUTIVE SUMMARY TRAFFIC AND AVERAGE DELAY PER FLIGHT OVERVIEW Q MONTHLY SUMMARY AVERAGE DELAY PER DELAYED FLIGHT (DEPARTURE) AVERAGE DELAY PER DELAYED FLIGHT (ARRIVAL) 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 DEPARTURE DELAY PER FLIGHT BY HOUR AVERAGE DELAY PER DELAYED FLIGHT VS PERCENTAGE OF DELAYED FLIGHTS 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 CORRELATION BETWEEN IATA DELAY CODES AND THE NM REGULATION CODES STANDARD IATA DELAY CODES (AHM 730) STANDARD IATA DELAY CODE SUB-CODES (AHM730) GLOSSARY OF TERMS AND ABBREVIATIONS CODA COVERAGE OF IFR FLIGHTS IN ECAC REGION Q Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue iii

5 1 Executive Summary Operational data received directly from airlines to the Central Office for Delay Analysis (CODA) describing delays from all-causes for Q illustrated a story of poorer on-time performance. Weather delays and industrial action drove delays higher for airlines, with the effect of increasing reactionary delay. The average departure delay per flight ranged from a peak of 13 minutes per flight in January to a low of 9 minutes per flight in March. This translated to a quarterly average all-cause departure delay of 10.4 minutes per flight, an increase of 0.6 minutes per flight, alongside an increase in daily flights of 4.1% in ECAC. Reactionary (knock-on) delay increased contributing 4.5 minutes to the 10.4 minute average delay per flight, a 43% share of delay minutes. Delays due to airline operations remained the main cause of primary delay, contributing 2.8 minutes to the average delay per flight, this was a slight increase overall. Airport operations delay including ATFCM (Figure 4), remained at 1.1 minutes per flight and grouped together was the second highest cause in the share of primary delay behind airline causes. In contrast to 2017, Istanbul s Sabiha Gökçen airport suffered fewer delays however the airport does continue to suffer from capacity issues. Airline reported en-route ATFCM delays decreased to 0.4 minutes per flight, following a quarter with less industrial action, however there was ATC industrial action in France in March Yearly airline arrival punctuality decreased, although only slightly, with 82% of flights arriving within 15 minutes or earlier than their scheduled arrival time (STA) compared to 83% in Operational cancellations decreased to 1.4% of planned flights, compared to 1.7% in Q Seasonal weather saw cancellations at London Heathrow, London Gatwick and Amsterdam Schiphol. French ATC industrial action in March as well as action by ground handlers at Berlin Tegel and Schönefeld created peaks in the number of operational cancellations. Figure 1. Breakdown of the Average Delay per Delay Q vs.q Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 1

6 2 Traffic and Average Delay per Flight Overview Figure 2. Total Departures per Day in ECAC European flights (ECAC) increased by 4.1% in Q (when adjusted for the leap year) compared with Q Further information regarding traffic and forecasts can be found on the STATFOR website and via the STATFOR Interactive Dashboard (SID). Figure 3. Breakdown of the Average Delay per Delay Flight Q vs. Q Q saw an average departure delay per flight of 10.4 minutes for all-causes delay, an increase of 6% in comparison to Q Analysis of the delay reasons shows that reactionary delays contributed the most to the average with 4.5 minutes per flight. Airline-related delays increased slightly by 0.1 minutes per flight. ATFM airport delay had the third highest contribution with 0.7 minutes per flight increasing by 0.1 minutes per flight. Following a quarter with fewer industrial actions, ATFM en-route delay decreased by 0.2 minutes to 0.4 minutes per flight. Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 2

7 Figure 4. Primary Delay Causes Q vs. Q Total ATFM delay reported by airlines delay remained stable at 1.4 minutes per flight with airport and weather restrictions mainly driving the average delay per flight. Figure 5. Long Departure Delays >60 Minutes In Q1 2017, longer delays (those greater than 60 mins in orange) increased when compared to Q1 2016, mainly driven by the higher delays of January where delays above 60 minutes increased to 4%. The trend in longer delays remains within a set range, with delays in excess of 2 hours continuing to not exceed 2%. Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 3

8 3 Q Monthly Summary As indicated in the executive summary all-causes delay for Q1 deteriorated, following a quarter where weather and ATC industrial actions caused delays to airlines. Section 3 provides a month-by-month view, highlighting the particular causes and locations of allcauses delay in further detail. January Operational data from airlines describing all-causes delay showed that the average delay per delayed flight (ADD) was 30 minutes, an increase of 2 minutes compared to the same month in 2016, following a month where weather affected operations. The percentage of delayed flights (>=5 minutes) was 43%, an increase of 4 percentage points when compared to the same month in Seasonal weather impacted several airports throughout January, especially Amsterdam Schiphol, Istanbul Ataturk, London Gatwick and London Heathrow. Istanbul Sabiha Gökçen and Istanbul Ataturk airports continue to generate delays due to airport capacity. February Airline data describing all-causes delay showed that the average delay per delayed flight (ADD) was 28 minutes, an increase of 4 minutes compared to February 2016, following a month where airport capacity and weather generated delays. The percentage of delayed flights (>=5 minutes) on departure was 37%, an increase of 3 percentage points when compared to the same month in Seasonal weather (mainly snow and high winds) impacted several airports throughout February, especially Amsterdam Schiphol, Istanbul Ataturk, London Gatwick and London Heathrow. On 23 February Storm Doris affected the network and generated delays at all major London airports, as well as Amsterdam Schiphol and Frankfurt Main. Airport capacity delays continued to affect Istanbul Sabiha Gökçen, Amsterdam Schiphol and Istanbul Ataturk, although to a lesser extent than observed in February 2016 following a decline in flights at the airport. En-route delays were lower in February however increased demand in the south west axis generated delay in Lisbon and Canarias ACCs mainly at weekends. March Operational data from airlines describing all-causes delay showed that the average delay per delayed flight (ADD) was 25 minutes, a decrease of 2 minutes when compared to March The percentage of delayed flights (>=5 minutes) on departure was 36%, a decrease of 2 percentage points when compared to the same month in 2016, a month where a security incident closed Brussels Airport and French ATC industrial actions resulted in high en-route ATFM delays. The industrial action by ground handling on 13 and 14 March at Berlin Tegel and Berlin Schönefeld caused the cancellation of approximately 920 and 500 flights respectively. A French ATC industrial action from 6 March to 10 March generated en-route ATFM delay, largely in France; NM estimates there were 2250 fewer flights during the action. The Italian ATC industrial action on 20 March generated en-route ATFM delay and airport ATFM delay in Italy. NM estimates there were 420 fewer flights during the action. Weather impacted several airports, especially London Heathrow and to a lesser extent Amsterdam Schiphol, Istanbul Atatürk and Barcelona. Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 4

9 5 Average Delay per Delayed Flight (Departure) The average delay per delayed departure (ADD) increased by 1.2 minutes to 27.6 minutes per flight in Q1 2017, however the ADD has remained under 30 minutes for the last 5 years. The percentage of flights delayed on departure (>=5 minutes) increased to 39% in Q from 37% in Q Analysing previous Q1 performance, the percentage of delayed flights has been increasing however it remains stable between 30% to 40% of delayed flights. 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: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 5

10 6 Average Delay per Delayed Flight (Arrival) The average delay per delayed flight on arrival from all-causes was 28.8 minutes per flight in Q an increase of 12 seconds compared to Q The percentage of delayed arrivals also increased, this by 1 percentage point to 35% in comparison to 2016, this was also the highest observed in the last 4 years. However the use of schedule buffering can be observed with the difference between the percentage of delayed arrivals and delayed departures of 3 percentage points. Figure 9. Average Delay per Flight (All-Causes) for Arrivals Figure 10. Average Delay per delayed Flight (All-Causes) for Arrivals Figure 11. Percentage of Delayed Flight (All-Causes) for Arrivals Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 6

11 7 NM Versus Aircraft Operator Experience of Delay Figure 12. Breakdown of Average Delay per Flight Q vs. Q ( 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 69% of commercial flights in the ECAC region for Q ATFM delays reported by airlines are typically equal or lower than the NM-calculated ATFM delays due to difference in methods: ATFM 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 ATFM restriction may also have a handling delay absorbed within the ATFM 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 ATFM delay from allcauses was 0.4 minutes per flight, this was the same when compared to the NM recorded average en-route ATFM delay per flight for the year of 0.4 minutes per flight. As reported by the airlines, primary delays (e.g. passenger and ramp handling delays) counted for 57% (5.9 min/flt) of which (0.4 min/flt) was attributed to en-route ATFM restrictions, with reactionary delays representing the remaining share of 43% of (4.5 min/flt), resulting in an average departure delay per flight of 10.4 minutes per flight as reported in previous sections. Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 7

12 8 Distribution of All Flights by Length of Delay (Punctuality) In Q overall departure punctuality levels fell, with 43% of flights departing within the 5 minute threshold before or after the scheduled departure time (STD) when compared to Q Flights delayed >30 minutes from all-causes increased by 0.8 percentage points during the quarter to 8.7%. Airline arrival punctuality also reduced, this by 0.8 percentage points with 82.3% of flights arriving within 15 minutes or earlier than their scheduled arrival time (STA), compared to 83% in Q Figure 13. All-Causes Departure and Arrival Punctuality Q vs. Q Flights arriving >15 minutes ahead of schedule remained high at 10.9%. This high share may affect airport stand availability and air traffic flow management operations (demand shifts) in the event of aircraft frequently arriving excessively ahead of their schedule. Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 8

13 Figure 14. Top 50* Airlines by Arrival On-Time Performance Q *The top 50 airlines reporting to CODA by number of flights. Arrival punctuality is calculated as the share of flights arriving within 15 minutes of the scheduled time (time of arrival at gate) Figure 15. Top 50* Airlines by Arrival On-Time Performance Q During the quarter fewer airlines were able to maintain 15 minute arrival punctuality above 85%. A total of 11 airlines saw more than 85% of their flights arrive within 15 minutes of the scheduled time of arrival vs. 22 airlines in Q Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 9

14 9 CODA Operational Flight Cancellation Analysis These results are based on operational cancellation data supplied by 30 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 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. Therefore this section of the CODA Digest reports on monthly 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 16. Monthly Rate of Operational Cancellations 2016 Q Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 10

15 Figure 17. Average Daily Cancellation 2016 Q Figure 16 on the previous page shows the monthly rate of operational cancellations and Figure 17 provides the detail of cancellations by day from January 2016 to the end of March It should be noted that initial cancellations count as operational cancellations under the terms of the regulation. In Q the operational cancellation rate was 1.4% compared to 1.7% in Q The 23 January saw disruption at Amsterdam Schiphol, London Heathrow and London Gatwick as a result of fog, further weather related disruption also occurred at Istanbul Ataturk on the 10 January. Seasonal weather (mainly snow and high winds) impacted several airports throughout February, especially Amsterdam Schiphol, Istanbul Ataturk, London Gatwick and London Heathrow. On 23 February Storm Doris affected the network and generated delays at all major London airports, as well as Amsterdam Schiphol and Frankfurt Main. A French ATC industrial action from 6 March to 10 March generated en-route ATFM delay in France; NM estimates there were 2250 fewer flights during the action. The Italian ATC industrial action on 20 March generated en-route ATFM delay and airport ATFM delay in Italy. NM estimates there were 420 fewer flights during the action. The industrial action by ground handling on 13 and 14 March at Berlin Tegel and Berlin Schönefeld caused the cancellation of approximately 920 and 500 flights respectively. Further historical details regarding operational cancellations and delays in 2015 and 2016 can be found in the CODA Annual Digest Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 11

16 10 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. Two CODA scheduling indicators help airline schedulers determine the optimal schedule based on historical flight data: 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 -3.9 minutes, this was an increase of 0.3 minutes schedule buffering per flight when compared to Q The Block Time Overshoot (BTO) is the percentage of flights with an actual block time which exceeds the scheduled block time. The European BTO in Q was 29%, this stable when compared to Q where the BTO was also 29%, indicating that on average a similar number of flights had an actual block time exceeding their scheduled block time during the quarter, although it should be noted that the better performance of March aided this stability in the average. Figure 18. Block Time Overshoot (BTO) and Delay Difference Indicator - Flight (DDI-F) 2016 Q Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 12

17 11 CODA Reactionary Delay Analysis In Q the share of reactionary delay (IATA delay codes 91-96) was 43% of delay minutes contributing 4.5 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). 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 19 analysis shows that the median number of scheduled flights per sequence for an aircraft in Q was 3. The changes to the IATA seasons can be observed in the graph where the median fell to 3 in November 2016 and continued into Q As performance in February 2017 was not as good as February 2016, the median remained at 3 compared to February 2016 where it fell to 2. The percentage share of rotational delay (IATA delay code 93 only) in Q was 39%, a decrease of 1 percentage point in comparison to Q Figure 19. Median Scheduled Flight Sequence Depth and Share of Reactionary Departure Delay on Intra European Flights: 2016 Q Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 13

18 12 Average Departure Delay per Flight by Hour Figure 20. Breakdown of the Average Departure Delay per Flight by Hour of the Day Q (top) vs. Q (bottom) During the first rotation hours (between 0300 and 0900 UTC) Figure 20 shows a lower share of enroute ATFM related delay when compared to Q with its share below 10% during the first rotation phase at 0600 UTC. Weather related delay pushed above 20% during the first rotation, however airline delay remained relatively stable during the day, this in turn saw reactionary delay share fall below 60% by the end of the operational day. Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 14

19 13 Average Delay per Delayed Flight vs Percentage of Delayed Flights Figure 21. ADD vs. PDF on Departure The percentage of flights delayed on departure (>=5 minutes) increased to 39%. Regarding the average delay per flight in Figure 21, the higher delays during January and February observed. Putting these 3 months together the average delay per delayed (ADD) flight was 27.6 minutes, an increase of 1 minute and the highest ADD level observed in the last 4 years. Figure 22. ADD vs. PDF on Arrival The average delay per delayed flight on arrival from all-causes was 28.8 minutes per flight in Q remaining stable compared to Q The percentage of delayed arrivals also increased, this by 1 percentage point to 35% in comparison to Q1 2016, this was also the highest observed in the last 4 years. Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 15

20 14 Top 20 Delay Affected Departure Airports Figure 23. 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 ISTANBUL-ATATURK LTBA % % 2 LONDON/LUTON EGGW % % 3 SCHOENEFELD-BERLIN EDDB % % 4 SCHIPHOL AMSTERDAM EHAM % % 5 BUCHAREST OTOPENI LROP % % 6 LONDON/GATWICK EGKK % % 7 TEL AVIV/BEN GURION LLBG % 8 LISBON LPPT % % 9 BUDAPEST LHBP % % 10 PARIS CH DE GAULLE LFPG % % 11 GENEVA LSGG % % 12 BARCELONA LEBL % % 13 MANCHESTER EGCC % % 14 MALAGA LEMG % % 15 LONDON/STANSTED EGSS % % 16 TEGEL-BERLIN EDDT % % 17 BIRMINGHAM EGBB % % 18 PARIS ORLY LFPO % % 19 MILAN MALPENSA LIMC % % 20 WARSAW/OKECIE EPWA % % Flights departing Istanbul-Ataturk suffered from weather related delays with fog and snow affecting the airport. Flights at London Luton suffered from airline and en-route ATFM delay affecting airlines. The effect of the industrial action by ground handlers at Berlin Schönefeld can also be observed. Bucharest Otopeni airport experienced delays due to snow. Amsterdam Schiphol saw an increase in delay with airport capacity and weather affecting the airport. Overall the effect that the weather had on airport operations during the quarter, can be clearly seen in Figure 24. Figure 24. Main Delay Causes at the Top 10 Affected Departure Airports Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 16

21 15 Top 20 Delay Affected Arrival Airports Figure 25. 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 LONDON/GATWICK EGKK % % 2 LONDON/LUTON EGGW % % 3 TEL AVIV/BEN GURION LLBG % % 4 BUCHAREST OTOPENI LROP % % 5 ISTANBUL/SABIHA LTFJ % % 6 LISBON LPPT % % 7 MANCHESTER EGCC % % 8 ANKARA-ESENBOGA LTAC % % 9 LONDON/STANSTED EGSS % % 10 SCHOENEFELD-BERLIN EDDB % % 11 BARCELONA LEBL % % 12 SCHIPHOL AMSTERDAM EHAM % % 13 BUDAPEST LHBP % % 14 MILAN MALPENSA LIMC % % 15 BIRMINGHAM EGBB % % 16 WARSAW/OKECIE EPWA % % 17 ISTANBUL-ATATURK LTBA % % 18 STOCKHOLM-ARLANDA ESSA % % 19 PRAGUE LKPR % % 20 EDINBURGH EGPH % % London Gatwick ranked number 1 for arrivals delays in Q1 2017, with an average delay per flight on arrival of 14.5 minutes, with weather and reactionary delays contributing to this figure, however performance was better than in Q Airlines operating into London Luton suffered from reactionary delays with flights suffering early morning weather and en-route delays. Istanbul Sabiha Gökçen saw a fall in delay, however the airport continues to see capacity delays on a daily basis. Figure 26. Main Delay Causes at the Top 10 Affected Arrival Airports Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 17

22 16 Top 20 Delay Affected City Pairs Figure 27. 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 SCHIPHOL AMSTERDAM LONDON/HEATHROW % % 2 GENEVA LONDON/HEATHROW % % 3 PORTO LISBON % % 4 HAMBURG MUNICH % % 5 TEGEL-BERLIN FRANKFURT MAIN % % 6 STOCKHOLM- ARLANDA HELSINKI-VANTAA % % 7 FRANKFURT MAIN LONDON/HEATHROW % % 8 STOCKHOLM- ARLANDA OSLO/GARDERMOEN % % 9 LONDON/HEATHROW FRANKFURT MAIN % % 10 MADRID BARAJAS LISBON % % 11 STOCKHOLM- ARLANDA COPENHAGEN KASTRUP % % 12 OSLO/GARDERMOEN STOCKHOLM-ARLANDA % % 13 LONDON/HEATHROW GENEVA % % 14 TEGEL-BERLIN MUNICH % % 15 LISBON MADRID BARAJAS % % 16 LONDON/HEATHROW SCHIPHOL AMSTERDAM % % 17 LISBON PORTO 9.4 5% % 18 COPENHAGEN KASTRUP STOCKHOLM-ARLANDA % % 19 OSLO/GARDERMOEN TRONDHEIM/VAERNES 9.3-9% % 20 MAKEDONIA ATHINAI E. VENIZELOS % % Fights operating into London Heathrow mainly experienced delays due to weather in Q Further analysis of the Top 20 delayed city pairs show that flights between Porto and Lisbon saw delays, mainly reactionary on this high frequency domestic route. Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 18

23 17 Year on Year Trends in All-Causes Indicators This section summarises the year-on-year trends in the main indicators of delay from all-causes. A flight is considered delayed from 5 minutes. This is based on CODA data covering 69% of commercial flights in the ECAC region in Q Figure 28 Average all-causes delay/delayed flight (departures top, arrivals bottom) Figure 29. Percentage of flights delayed for all-causes delay (departures top, arrivals bottom) Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 19

24 Figure 30. Percentage of flights delayed >15mins for all-causes (departures top, arrivals bottom) Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 20

25 Primary Delay Causes 18 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 Flight Operations and Crewing Other Airline Related Causes Others ATFM due to Restriction at Destination Airport 83 Airport Airport Facilities 87 Restrictions at Airport of Destination 88 Restrictions at Airport of Departure 89 En-Route 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: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 21

26 19 Correlation between IATA Delay Codes and the NM Regulation Codes Note: updated version published in the ATFCM Users Manual Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 22

27 20 Standard IATA Delay Codes (AHM 730) Others AIRLINE INTERNAL CODES 06 (OA) NO GATE/STAND AVAILABILITY DUE TO OWN AIRLINE ACTIVITY Including Early Arrivals 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 Flight Operations and Crewing 61 (FP) FLIGHT PLAN, late completion or change of, flight documentation 62 (FF) OPERATIONAL REQUIREMENTS, fuel, load alteration Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 23

28 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: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 24

29 21 Standard IATA Delay Code Sub-Codes (AHM730) 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 ROUTEING Y HIGH DEMAND OR CAPACITY X ENVIRONMENTAL W WEATHER G OTHER 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 P HIGH DEMAND/AIRPORT FACILTIES 85 (AS) MANDATORY SECURITY Z MANDATORY SECURITY CHECK Y SECURITY CONTROL CHECKPOINTS X BAGGAGE/AVI SECURITY W BAGGAGE IDENTIFICATION/UNLOADING/INTENDED V AIRPORT/TERMINAL SECURITY U AIRLINE/AIRCRAFT SECURITY CHECK T EXTRAORDINARY SECURITY EVENTS G OTHER 86 (AG) IMMIGRATION, CUSTOMS, HEALTH Z IMMIGRATION/EMMIGRATION Y CUSTOMS X HEALTH G OTHER 87 (AF) AIRPORT FACILITIES, parking stands, ramp congestion, lighting, buildings, gate limitations, etc. Z PARKING STANDS LIMITATION/NO PARKING STANDS AVAILABLE, EXCLUDING EARLY ARRIVALS Y RAMP CONGESTION, ABNORMAL STAND ACCESS LIMITATION (NON-ATC) X BUILDINGS W GATE LIMITATION / NO GATE AVAILABLE EXCLUDING EARLY ARRIVALS V BAGGAGE SORTING SYSTEM DOWN / SLOW U NO PUSH BACK CLEARANCE DUE TO INFRASTRUCTURE (NON-ATC) T JET BRIDGE INOPERATIVE S LACK OF CHECK IN COUNTERS R AIRFIELD ELECTRICAL SYSTEM FAILURE P PASSENGER TRANSPORT SYSTEM FAILURE N PUBLIC ADDRESS/FLIGHT INFORMATION DISPLAY SYSTEM FAILURE M INSUFFICIENT FIRE COVER J LATE POSITIONING OF AIRCRAFT (WHEN RESPONSIBILITY OF AIRPORT) I SERVICE ROAD RESTRICTION H LATE ARRIVAL OR LACK OF FOLLOW ME VEHICLE G ANY OF THE ABOVE AT THE DESTINATION AIRPORT Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 25

30 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 MILITARY ACTIVITY/SPECIAL FLIGHTS/VIP T ATC SPECIAL EVENT S ATC WEATHER O ENVIRONMENTAL BENEFIT, DELAYED START-UP/PUSHBACK DUE TO USE OF REDUCED STANDARD TAXI TIMES R ATC RESTRICTIONS DUE TO CURFEW P ATC POLITICAL UNREST N ATC ENVIRONMENTAL M AIRPORT CLOSURE L RUNWAY CLOSURE K MISCELLANEOUS START-UP DELAY (LOCAL ATC) J LOST FLIGHT PLAN BY ATC I LATE PUSHBACK GIVEN DUE TO OTHER REASONS THAN INFRASTRUCTURE 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: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 26

31 22 Glossary of Terms and Abbreviations ACC ADMD ADMA ADDD ADDA AHM AIBT AOBT ATFCM ATFM ATS BTO CODA DDI-F ECAC FIR IATA ICAO IFR NM NMD NMOC PDF STA STD TDF TDM TTF Area Control Centre 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 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 Flight Information Region International Air Transport Association International Civil Aviation Organization Instrument Flight Rules Directorate Operations Centre Percentage of Delayed Flights Scheduled Time of Arrival Scheduled Time of Departure Total Delayed Flights Total Delay in Minutes Total Flights Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 27

32 23 CODA Coverage of IFR Flights in ECAC Region Q Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue 28

33 DOCUMENT FINAL PAGE Edition Validity Date: 01/06/2017 Edition: CDA_2017_001 Status: Released Issue xxix