CODA DIGEST. All-Causes Delay and Cancellations to Air Transport in Europe 2014

Transcription

1 CODA DIGEST All-Causes Delay and Cancellations to Air Transport in Europe 2014 Edition Number : CDA_2014_005 Edition Validity Date : 09/04/2015

2 DOCUMENT CHARACTERISTICS Document Title Document Subtitle (optional) Edition Number Edition Validity Date CDA_2014_005 09/04/2015 Abstract Author(s) Charles Walker Contact Person(s) Tel/ Unit Charles Walker NMD/PFR/FNI/CODA 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 non-commercial use (not for sale). The information in this document may not be modified without prior written permission from EUROCONTROL. Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 2

3 DOCUMENT APPROVAL The following table identifies all management authorities who have successively approved the present issue of this document. This table may be replaced by a format document review and approval meeting, with the meeting details recorded and retained that edition s archive folder. The approval may also be recorded via electronic workflow, where put in place. Where document approval is made via a meeting or electronic workflow, the details shall be indicated here in place of the approval table. Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 3

4 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_2014_005 09/04/2015 C. Walker Reason Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 4

5 Table of Contents DOCUMENT CHARACTERISTICS... 2 DOCUMENT APPROVAL... 3 EDITION HISTORY... 4 TABLE OF CONTENTS EXECUTIVE SUMMARY DETAILED MONTHLY SUMMARY TRAFFIC AND DELAYS CODA OPERATIONAL FLIGHT CANCELLATION ANALYSIS CODA SCHEDULING INDICATORS CODA REACTIONARY DELAY ANALYSIS AVERAGE DELAY PER DELAYED FLIGHT (DEPARTURE) NM VERSUS AIRCRAFT OPERATOR EXPERIENCE OF DELAY AVERAGE DELAY PER FLIGHT BY HOUR AVERAGE DELAY PER DELAYED FLIGHT VS PERCENTAGE OF DELAYED FLIGHTS DISTRIBUTION OF ALL FLIGHTS BY LENGTH OF DELAY (PUNCTUALITY) 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 YEARS TRENDS IN ALL-CAUSES INDICATORS GLOSSARY OF TERMS AND ABBREVIATIONS CODA DELAY GROUPINGS CORRELATION BETWEEN IATA DELAY CODES AND THE NM REGULATION CODES STANDARD IATA DELAY CODES STANDARD IATA DELAY CODES SUB-CODES (AHM731) CODA COVERAGE OF COMMERCIAL FLIGHTS IN ECAC REGION Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 5

6 INTENTIONALLY BLANK PAGE Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 6

7 1 EXECUTIVE SUMMARY As reported in the Annual Network Operations Report during 2014 there were 1.7% more flights per day in the EUROCONTROL Statistical Reference Area (ESRA08) than in 2013 (Figure 1). Overall the network delay situation remained stable compared to 2013, however regional events during the year in Ukraine, Libyan and Syrian airspace closures alongside the opening of the KFOR sector saw changes in traffic flows as well as airline behaviour. Airline strikes, ATC industrial action, a shifting jetstream and weather (mainly high winds, low visibility and winter weather conditions) were observed. Data received directly from airlines by CODA describing delays from all-causes illustrated a stable situation for the network during the year. The average delay per delayed (ADD) flight of 26 minutes per flight, this was a small decrease of 2.6% when compared to 2013 where the ADD was 26.7 minutes. However, this small improvement was offset by a small increase of 1.3 points to 37.4% of flights delayed on departure (>=5 minutes). The share of reactionary delay was 44% of delay minutes reported compared to 45% in Regarding arrival delay, the average delay per delayed flight on arrival from all-causes was 27.2 minutes per flight in 2014 The percentage of delayed flights increased by 0.7 percentage points to 34.3%. Operational cancellations remained stable at 1.5% of planned flights with daily cancellation rates peaking at around 8% on days with disruptions which were mainly related to industrial action during the year. Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 7

8 INTENTIONALLY BLANK PAGE Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 8

9 Detailed Monthly Summary January 2014 data from airlines describing delays from all-causes showed an average delay per delayed flight (ADD) of 26 minutes, this was a decrease of 17% in comparison to the level observed in January 2013 where significant weather delays were recorded. 31% of flights were delayed on departure; this was a decrease of 5 percentage points. Industrial action on the 29 and 31 January caused en-route delays in the French ACCs as well as Lisbon, Milan and Rome. Significant delays were also recorded at Oslo Gardermoen airport due to snow. London Heathrow weather delays mainly from winds during the month. Traffic levels overflying the Canaries and Lisbon increased as a result of the southerly jetstream position. February 2014 showed an average delay per delayed flight of 25 minutes, this was a decrease year on year of 8%. 30% of flights were delayed on departure (>=5 minutes), this was a decrease of 6 percentage points when compared to the same month in 2013, where high weather delays were recorded. London Heathrow experienced weather delays mainly from winds. Other airports observing weather delays included Istanbul Ataturk, Munich and London Gatwick. Traffic levels overflying the Canaries and Lisbon increased as a result of the southerly jetstream position. Geneva airport was briefly closed on the 17th February following an aircraft incident. En-route delays were also seen at Nicosia ACC (Cyprus) during the month March 2014 all-causes delay airline data showed an average delay per delayed flight of 24 minutes, this was a decrease of 16% in comparison to March % of flights were delayed on departure (>=5 minutes), this was a decrease of 10 percentage points when compared to the same month in 2013, where high weather delays were recorded particually from snow. France experienced delays due to ATC industrial action which took place on the and 20 March with approximately 1,800 fights being cancelled during this period. Weather delays were mainly observed at London Heathrow, Brussels, Amsterdam, Vienna and Zurich. En-route ATFM delays were also seen at Nicosia ACC during the month. April 2014 recorded an average delay per delayed flight (ADD) of 24 minutes; this was an increase of 5% in comparison to April % of flights were delayed on departure (>=5 minutes), this was an increase of 2 percentage points when compared to the same month in An industrial action by Lufthansa and Germanwings between 2 and 4 April 2014 resulted in the cancellation an of estimated 3,800 flights, mainly affecting Frankfurt and Munich airports. Seasonal weather conditions predominantly strong winds, low visibility and thunderstorms also affected London Heathrow, Amsterdam, Frankfurt, Zurich and Barcelona airports. May 2014 the average delay per delayed flight (ADD) was 25 minutes, this was an increase 4% when compared to May 2013 where the ADD was 24 minutes. 36% of flights were delayed on departure (>=5 minutes), this was an increase of 3 percentage points when compared to the same month in Industrial action in France on 14, 15 and 16 May 2014 particularly affected Paris Orly, Brest, Marseille, Lille and Bale Mulhouse airports. Strong winds, heavy rain and thunderstorms affected Zurich, London Heathrow, Amsterdam Schiphol, Frankfurt, Istanbul Ataturk, Paris Orly, Vienna, Munich and Brussels airports. En-route delays in Cyprus saw decreases in comparison to the higher levels observed in recent months. June 2014 data showed an average delay per delayed flight (ADD) of 28 minutes, this was a decrease of 4.5% when compared to June 2013 where the ADD was 28.9 minutes. 43% of flights were delayed on departure (>=5 minutes), this was an increase of 1.9 percentage points when compared to the same month in Industrial action in France on 24, 25 and 26 June saw significant disruption to the network with approximately 3,000 flights being affected. There was also a smaller industrial action experienced in Belgium on the 26 June. On 6 June, a medical emergency landing at London Heathrow caused delays for arriving traffic. Istanbul Ataturk, Frankfurt and Zurich Airports were also affected by seasonal weather conditions mainly due to winds and thunderstorms. Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 9

10 July 2014 saw an average delay per delayed flight (ADD) of 28 minutes, this was an increase of 4.5% when compared to July 2013, where the ADD was 27 minutes. 45% of flights were delayed on departure (>=5 minutes). During the month Frankfurt, London Heathrow, Amsterdam, Geneva, London Gatwick and Zurich airports were impacted by seasonal weather, particularly by thunderstorms. On 3 rd July, an emergency landing at London Heathrow caused significant disruption to arrivals. August 2014 the average delay per delayed flight (ADD) was 27 minutes, and increase of 3.3% when compared to August 2013 where the ADD was 26 minutes. 44% of flights were delayed on departure (>=5 minutes). Istanbul Ataturk, Istanbul Sabiha Gokcen, Frankfurt and London Heathrow airports were impacted by seasonal weather, particularly by thunderstorms. Palma de Mallorca was affected by low visibility. Industrial action at Germanwings on 29 August 2014 resulted in flights being cancelled. Istanbul Ataturk airport saw delays during the Victory Day event preparations mainly on 24, 28, 30 and 31 August. September 2014 all-causes delay showed an average delay per delayed flight (ADD) of 26 minutes, an increase of 6% when compared to September % of flights were delayed on departure (>=5 minutes), this was an increase of 5 percentage points when compared to the same month in Zurich, Istanbul Ataturk, Istanbul Sabiha Gokcen, Amsterdam, Barcelona, Frankfurt, Gatwick, Brussels and Geneva airports were particularly affected by seasonal weather (low visibility and thunderstorms). Industrial action at Air France between 15 and 28 September and at Lufthansa on 5, 10, 16 and 30 September, resulted in 8500 and 410 flights being cancelled respectively. October 2014 data from airlines describing all-causes delay saw the delay situation improve with an average delay per delayed flight (ADD) of 25 minutes, a 2% fall in comparison to the same month in % of flights were delayed on departure (>=5 minutes), this was a decrease of 2.3 percentage points when compared to the same month in On arrival, 34% of flights were delayed and showed an average delay per delayed flight of 27 minutes. Amsterdam, Frankfurt, London Heathrow, Berlin Tegel and Paris De Gaulle airports were particularly affected by seasonal weather (low visibility and thunderstorms) in October. Industrial action at Germanwings on 15 October and at Lufthansa on 20 and 21 October resulted in more than 1500 flights being cancelled. November 2014 the average delay per delayed flight (ADD) was 22 minutes, a 9.1% fall of 2.2 minutes when compared to November % of flights were delayed on departure (PDF >=5 minutes). On arrival, 29% of flights were delayed and showed an average delay per delayed flight of 23 minutes compared to 25 minutes in November London Heathrow, Amsterdam, Zurich, Frankfurt, Brussels, Berlin Tegel and Tenerife South airports were particularly affected by seasonal weather (strong winds and thunderstorms). The jetstream position saw traffic shifting over Lisbon with resultant capacity delays being observed. There was also industrial action in Greece between 26 & 27 November. December 2014 all-causes delay data showed an average delay per delayed flight (ADD) of 30 minutes, a decrease of 3.3% compared to December % of flights were delayed on departure (PDF >=5 minutes). On arrival, 40% of flights were delayed and showed an average delay per delayed flight of 31 minutes compared to 32 minutes in December Industrial action at Lufthansa on 1, 2 and 4 December and at TAP Air Portugal 2 December resulted in the cancellation of approximately 1,600 flights. Industrial action also took place in Belgium, resulting in approximately 300 flights being cancelled on 8 December and 800 flights on 15 December. Industrial action took place in Italy on 12 December where 1,000 flights were cancelled as consequence of the action. Seasonal weather affected Amsterdam, London Heathrow, Istanbul Ataturk, Istanbul Sabiha Gokcen and Frankfurt airports. A flight data server failure occurred at London ACC on 12 December with London Heathrow being impacted the main effect being delays. There was also industrial action in Italy where an estimated 1,000 flights were cancelled. Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 10

11 3 Traffic and Delays Figure 1. Total Departures per Day in ESRA08 In 2014 traffic increased: there were 1.7% more flights per day in the EUROCONTROL Statistical Reference Area (ESRA08) than in Growth was at the high end of the forecast over the summer, stronger than expected growth rates were recorded particularly in Southern Europe. Figure 2. Long Departure Delays >60 Minutes The share of flights with delays >60 mins was 2.9% exactly the same as Decreasing delay during the IATA winter season can be observed, however delays during summer 2014 were higher. With delays in June and July from industrial action and weather. Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 11

12 Figure 3. Delay Causes 2014 vs saw an increase in the average delay per flight to 9.7 minutes for all-causes delay. Further analysis of the delay reasons shows that reactionary delays increased slightly by 0.2 minutes to 4.3 minutes per flight. Airline-related delays also increased, these to 3.0 minutes per flight. ATFCM en-route delays as reported by airlines increased by 0.1 minutes per flight in The average delay per delayed flight in 2014 was 26 minutes, down from 26.7 in Figure 4. Primary Delay Causes 2014 vs Analysing the full year average delay per flight, airline delay increased from 2.9 minutes to 3.0 minutes per flight. ATFCM total delay increased to 1.3 minutes per flight. Weather delay fell by 0.2 minutes per flight in Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 12

13 Figure 5. ATFCM Share of All-Causes Primary Delay The ATFCM share of all-causes delay (primary delay) minutes was 23.5%. During the year Q1, Q2 and Q4 saw stable shares of ATFCM delay. Q3 saw a higher share of en-route particularly from weather and industrial action. Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 13

14 4 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 691/2010. 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. For the 2014 data going forward, the quality and completeness will improve. According to Annex IV of EC Regulation N 691/2010 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 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 6. Monthly Share of Operational Cancellations Airline strikes at Lufthansa and Germanwings in April saw an increase in cancellations to 1.9%.Though the definition of an operational cancellation results that only the first day (in case of strikes over multiple consecutive days) will generate operational cancellations. October saw a rate of 1.8% with Lufthansa and Germanwings industrial actions during the month. The highest monthly share of operational cancellations for the year occurred in December 2014 with multiple airline and air traffic industrial actions taking place which resulted in a large number of cancelled flights peaking at 2.4% for the month. There was also a flight data server failure at London ACC on 12 December with London Heathrow being impacted although the effect was more of delays rather than cancellations. There was also industrial action in Italy where an estimated 1,000 did not fly. Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 14

15 Figure 7. Daily Share of Operational Cancellations 2013 & 2014 Figure 7 shows the percentage share of cancellations by day of the week. Cancellation rates on Mondays saw decreases in comparison to Also of interest in this graph is the trend of fewer cancellations at weekends, however there were small increases on Saturday of 0.3 with Sunday remaining stable at 1.2%. With less flights scheduled during weekend days airlines may have additional spare fleet capacity and are better able to make aircraft changes quickly and maintain their operational schedule. Figure 8. Average Daily Cancellation Figure 8 provides the detail of cancellations by day from January 2014 to the end of December Operational cancellations remained stable at 1.5% of planned flights with daily cancellation rates peaking at around 8% on days with disruptions which were mainly related to industrial action. Looking further into detail 2014 the first three months of 2014 saw a low cancellation rate, with only industrial action in France occurring however the cancellation rate remained low. Airline strikes at Lufthansa and Germanwings at the start of April 2014 can be observed where the cancellation rate rose to 8%. In May French ATC industrial action generated peaks at 2%. The most notable peak in the quarter was during June where industrial action in France on the 24, 25 and 26 June pushed the cancellation rate up to 5%. Industrial action at Germanwings on 29 August 2014 resulted in 26% of their flights being cancelled. The industrial action at Air France between 15 and 28 September and at Lufthansa on 5, 10, 16 and 30 September, resulted in 8500 and 410 flights being cancelled respectively, these disruptions can be observed in the above graph with the average daily cancellation rate rising to 3% on these days. There were further strikes at Lufthansa and Germanwings in October. Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 15

16 Industrial action occurred in Belgium, resulting in approximately 300 flights being cancelled on 8 December and 800 flights on 15 December. Industrial action also took place in Italy on the 12 December where 1,000 flights did not fly as a consequence of the action. There was also a flight data server failure at London ACC on 12 December with London Heathrow being impacted although the effect was more of delays rather than cancellations. 5 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 2014 was 28%, this was the same as 2013, indicating that situation was stable regarding flights that had an actual block time exceeding their scheduled block time during the year, this is also highlighted in the stable punctuality levels (Figure 18). 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 2014 was -3.6 minutes, this was a decrease of 0.1 minutes per flight when compared to Figure 9. Block Time Overshoot (BTO) and Delay Difference Indicator - Flight (DDI-F) 2014 vs Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 16

17 6 CODA Reactionary Delay Analysis In 2014 the share of reactionary delay remained stable and represented 44% of delay minutes contributing 4.3 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. Using enriched CODA data on intra-european flights we are able to match the aircraft registration to callsigns and link individual aircraft rotations by day. To build the sequence the aircraft are grouped by their individual registrations, then by their actual reported off block times. Following that, the arrival airport from one flight and the departure airport of the next leg is also matched. The sequence is ended when the scheduled ground time exceeds a pre-set limit dependent on the aircraft seat capacity. In this section of the Digest we are analysing the depth of the scheduled flight sequence meaning the number of flights operated per sequence. In Figure 10 analysis shows that the median number of scheduled flights per sequence for an aircraft is 4. IATA winter season can also be observed in the graph where a trend can be observed during last IATA winter season (November 13 to March 14) and (November 14 to March 15) where the median fell to 3, as fewer flights may be scheduled during this period. The percentage share of rotational delay was 38% for the year following an increase in airline related delay particually in final quarter of the year. Figure 10. Median Scheduled Flight Sequence Depth and Share of Reactionary Departure Delay on Intra European Flights: January 2014 December 2014 Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 17

18 7 Average Delay per Delayed Flight (Departure) In 2014 the average delay per delayed flight from all-causes of delay was 26 minutes per flight, this was a decrease of 2.6% when compared to 2013 where the ADD was 26.7 minutes. 37.4% of flights were delayed on departure (>=5 minutes) this was an increase of 1.3 points in comparison to that observed in Regarding the average delay per flight, the trend of lower delays at the starts of the year can be seen, however during the summer delays were higher than those seen in 2013 with weather delays contributing during Q Figure 11. Average Delay per Flight (All-Causes) for Departures Figure 12. Average Delay per Flight (All-Causes) for Departures Figure 13. Percentage of Delayed Flights (All-Causes) for Departures Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 18

19 8 NM Versus Aircraft Operator Experience of Delay Figure 14. Breakdown of Average Delay per Flight 2014 vs (Network Manager vs. Aircraft Operator) This section presents the air transport delay situation as seen from the airlines and passengers 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 Further analysis of airline data shows that the average en-route ATFM delay from allcauses was 0.4 minutes per flight, in comparison to the NM recorded average en-route ATFM delay of 0.6 minutes per flight. ATFM delays reported by airlines could be lower than the NM-calculated ATFM delays due to difference in methods: ATFM delays of NM are the (flight) planned delays expressed as a restriction; the airlines report the actual experienced ATFM 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. According to airline reports, primary delays (eg. passenger and ramp handling delays) counted for 56% (5.4 min/flt) of which (0.3 min/flt) was attributed to en-route ATFM restrictions, with reactionary delays representing the remaining share of 44% at (4.3 min/flt). The Average Delay per Delayed Flight for all-causes was 26 minutes. Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 19

20 9 Average Delay per Flight by Hour Figure 15. Breakdown of the Average Delay per Flight by Hour of the Day 2014 (top) vs (bottom) During the first rotation phase (between 0300 and 0900 UTC) Figure 15 shows a slightly higher share of airline related delay in the early morning with the share remaining under 40% then falling to 35% until 1500 UTC. Weather delay share remained stable in comparison to 2014 and in a similar trend to 2013 towards the end of the operational day reactionary delays peaked at 62%. Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 20

21 10 Average Delay per Delayed Flight vs Percentage of Delayed Flights Figure 16. ADD vs. PDF on Departure The average delay per delayed flight on departure (ADDD) was 26.0 minutes, this was a decrease of 0.7 minutes in comparison to In 2014, 37.4% of flights were delayed on departure (>=5 minutes) this was an increase of 1.3 percentage points in comparison to The higher percentages of delayed flights observed in June, July August (the core of the IATA summer season) can be noted in the above graph. Seasonal weather as well as two significant disruptions accounts for the high average delay per flights observed in both December 2013 & December 2014, following technical issue at London ACC as well as industrial actions. Figure 17. ADD vs. PDF on Arrival Regarding arrivals, the average delay per delayed arrival in 2014 was 27.2 minutes (compared to 28.3 minutes per flight in 2013). The percentage of delayed flights on arrival increased to 34.3% compared to 33.6% in Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 21

22 11 Distribution of All Flights by Length of Delay (Punctuality) In 2014 punctuality remained stable with only slight changes being observed with overall delay increasing for the year, 44% of flights departed within the 5 minute threshold before or after the scheduled departure time (STD) an increase of 0.1 percentage points when compared to Flights delayed >30 minutes from all-causes increased, these by 0.3 percentage points to 7.8%, with flights delayed >60 minutes remaining at 2.9%. Figure 18. All-Causes Departure and Arrival Punctuality 2014 vs In regard to arrival punctuality, 27% of flights arrived on time within the 5 minute threshold before or after the scheduled arrival time, with longer delays (those >30 minutes) increasing to 7.7% compared to 7.6% in In a change to the trend higher levels observed throughout 2013, flights arriving >15 minutes ahead of schedule decreased from 11% to 10% following the slight increases in delay observed during the year. This share is still high and may affect airport operations in the event of aircraft frequently arriving excessively ahead of their schedule. Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 22

23 12 Average Delay per Delayed Flight (Arrival) The average delay per delayed flight on arrival from all-causes was 27.2 minutes per flight in 2014 with the percentage of delayed flights increasing by 0.7 percentage points to 34.3% in comparison to that of 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: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 23

24 Figure 22. Top 50* Airlines by Arrival Punctuality 2014 *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) In Figure 22 out of the top 50 airlines by the number of flights (69% coverage of IFR flights, long haul and short haul operations included). During the year, 25 airlines saw more than 85% of their flights arrive within 15 minutes of the scheduled time of arrival vs. 23 airlines in Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 24

25 13 Top 20 Delay Affected Departure Airports Figure 23. All-Causes Delay. Top 20 Affected Departure Airports 2014 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 LISBOA LPPT % % 2 LONDON/GATWICK EGKK % % 3 ROME FIUMICINO LIRF % % 4 LONDON/LUTON EGGW % % 5 PORTO LPPR % % 6 LONDON/HEATHROW EGLL % % 7 ISTANBUL-ATATURK LTBA % % 8 VENEZIA TESSERA LIPZ % % 9 MANCHESTER EGCC % % 10 MILANO MALPENSA LIMC % % 11 PARIS CH DE GAULLE LFPG % % 12 NICE LFMN % % 13 PALMA DE MALLORCA LEPA % % 14 BIRMINGHAM EGBB % % 15 BRUSSELS NATIONAL EBBR % % 16 ALICANTE LEAL % % 17 MALAGA LEMG % % 18 SCHIPHOL AMSTERDAM EHAM % % 19 PARIS ORLY LFPO % % 20 ZURICH LSZH % % Analysis of the Top 20 Affected Airports on departure shows that Lisbon airport ranked the highest with an average delay per delayed flight of 33 minutes in 2014, with high shares of airline and reactionary delay that affected departing flights. London Gatwick ranked second with 28 minutes per flight, with a high share of flights experiencing airline related delays. Rome Fiumicino experienced delays particually during the summer months. London Heathrow saw weather delays throughout the year, mainly high winds and low visibility. Figure 24. Main delay causes at the top 10 affected departure airports Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 25

26 14 Top 20 Delay Affected Arrival Airports Figure 25. All-Causes Delay. Top 20 Affected Arrival Airports 2014 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 LISBOA LPPT % % 2 LONDON/GATWICK EGKK % % 3 ISTANBUL-ATATURK LTBA % % 4 PORTO LPPR % % 5 LONDON/HEATHROW EGLL % % 6 LONDON/LUTON EGGW % % 7 LONDON/STANSTED EGSS % % 8 BERGAMO/ORIO ALSERIO LIME % % 9 MANCHESTER EGCC % % 10 BARCELONA LEBL % % 11 MILANO MALPENSA LIMC % % 12 BRUSSELS NATIONAL EBBR % % 13 CATANIA FONTANAROSSA LICC % % 14 VENEZIA TESSERA LIPZ % % 15 OTOPENI-INTL. LROP % % 16 DUBLIN EIDW 9.9-5% % 17 GLASGOW EGPF 9.9 4% % 18 NICE LFMN 9.6-1% % 19 KOELN-BONN EDDK 9.3 0% % 20 ALICANTE LEAL 9.2 5% % The Top 20 Affected Airports on arrival shows that Lisbon ranked the highest with an average delay per delayed flight of 35 minutes, with reactionary delays affecting arriving flights following airline related delays experienced earlier in the day. The effect of the seasonal weather at Istanbul Ataturk can also be seen in Figure 26 with this airport ranking third with an average delay per delayed flight of 28 minutes per flight. Arrival delays affected London Heathrow during 2014, predominantly from high winds and low visibility. Figure 26. Main delay causes at the top 10 affected arrival airports Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 26

27 15 Top 20 Delay Affected City Pairs Figure 27. All-Causes Delay Situation for the 20 Most Delayed Airport Pairs 2014 Rank Departure Airport Arrival Airport Average Delay Per Departure Change since Previous Period Average Delay Per Delayed Departure Percentage Delayed Departures 1 LISBOA AEROPORTO DA MADEIRA % % 2 LISBOA LONDON/HEATHROW % % 3 LISBOA PORTO % % 4 LISBOA PARIS ORLY % % 5 PARIS ORLY LISBOA % % 6 LONDON/HEATHROW LISBOA % % 7 MALAGA LONDON/GATWICK % % 8 LONDON/GATWICK BARCELONA % % 9 NEW YORK LONDON/HEATHROW % % 10 ISTANBUL-ATATURK ANTALYA % % 11 AEROPORTO DA MADEIRA LISBOA % % 12 LONDON/HEATHROW NEW YORK % % 13 LONDON/GATWICK MALAGA % % 14 ROME FIUMICINO LONDON/HEATHROW % % 15 ROME FIUMICINO PALERMO PUNTA RAISI % % 16 ROME FIUMICINO CATANIA FONTANAROSSA % % 17 BARCELONA LONDON/GATWICK % % 18 ROME FIUMICINO SCHIPHOL AMSTERDAM % % 19 PORTO LISBOA % % 20 SCHIPHOL AMSTERDAM ROME FIUMICINO % % Analysis of the Top 20 most delayed city pairs show that Lisbon to Madeira ranked at number one with an average delay per delayed flight of 36 minutes in 2014, flights on this route experiencing high amounts of reactionary delay. Lisbon features in other pairs as many flights experienced airline related delays. Flights between Istanbul and Antalya saw a significant increase in delay with an average delay per delayed flight of 35 minutes, following local ATC delays as well as reactionary delays affecting flights. Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 27

28 16 Year on Years 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 69% of commercial flights in the ECAC region in Figure 28 Average all-causes delay/delayed flight (departures left, arrivals right) Figure 29. Percentage of flights delayed for all-causes delay (departures left, arrivals right) Figure 30. Percentage of flights delayed >15mins for all-causes (departures left, arrivals right) Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 28

29 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: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 29

30 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 Primary Delay Causes ATFM due to ATC En-Route Demand / Capacity 81 En-Route ATFM due to ATC Staff / Equipment En-Route 82 Governmental Security and Immigration Weather (other than ATFM) Weather ATFM due to Weather at Destination 84 Miscellaneous Miscellaneous Reactionary Late Arrival of Aircraft, Crew, Passengers or Load Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 30

31 Network Manager 19 Correlation between IATA Delay Codes and the NM Regulation Codes Note: updated version published in the ATFCM Users Manual Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 31

32 20 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 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 Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 32

33 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: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 33

34 21 Standard IATA Delay Codes 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: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 34

35 22 CODA Coverage of Commercial Flights in ECAC Region 2014 Edition Validity Date: 09/04/2015 Edition: CDA_2014_005 Status: Released Issue 35