CODA DIGEST Q All-Causes Delay and Cancellations to Air Transport in Europe Q3 2015

Transcription

1 CODA DIGEST Q All-Causes Delay and Cancellations to Air Transport in Europe Q Edition Number : CDA_2015_003 Edition Validity Date : 16/12/2015

2 DOCUMENT CHARACTERISTICS Document Title Document Subtitle (optional) Edition Number Edition Validity Date CDA_2015_003 16/12/2015 Abstract Author(s) 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 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: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue ii

3 EXECUTIVE SUMMARY Data received directly from airlines by CODA describing delays from all causes illustrated a worsening delay situation for the network during Q compared to Q The average delay per flight from all causes of delay increased from 11.8 to 12.5 minutes per flight (see section 1). The percentage of flights delayed on departure increased by 2 points with 46% of flights delayed (>=5 minutes). As reported in the Monthly Network Operations Report during the third quarter of 2015 (Q3 2015) there were 2.2% 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. Turkey remains the top contributor to traffic increase in the network. Norway saw reductions in flights, with arrival and departure traffic showing weakness after being hit by the oil crisis. Delays due to airline operations fell but remained the main cause of primary delay. Airline reported en-route ATFCM delays increased to 0.8 minutes per flight. Other increases were due to airport operations delays including ATFCM these increasing to 1.5 minutes per flight. Istanbul s Ataturk and Sabiha Gökçen airports continued to experience heavy delays with both airports experiencing capacity delays on arrival throughout the quarter. Rome Fiumicino saw high delays as the airport continued to be affected by reduced capacity resulting from a fire at terminal 3 in May The share of reactionary (knock-on) delay increased with 47% of delay minutes (5.9 minutes of the 12.5 average delay per flight) reported compared to 46% in Q3 2014, reflecting a reduced success in catching up from earlier delays later in the day. Operational cancellations decreased in a quarter with higher delays and less industrial action. These were down to 1.2% of planned flights with cancellation rates remaining low in a quarter with little or no disruption, unlike Q where airline and ATC strikes were more prominent. Airline arrival punctuality deteriorated with 79% of flights arriving within 15 minutes or earlier than their scheduled arrival time (STA), compared to 81% in Q Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue iii

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_003 19/11/2015 C. Walker Reason Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue iv

5 Table of Contents EXECUTIVE SUMMARY... IV TABLE OF CONTENTS... V 1 TRAFFIC AND AVERAGE DELAY PER FLIGHT OVERVIEW... VI 2 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 FLIGHT BY HOUR AVERAGE DELAY PER DELAYED FLIGHT VS PERCENTAGE OF DELAYED FLIGHTS 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 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: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue v

6 1 Traffic and Average Delay per Flight Overview Figure 1. Total Departures per Day in ESRA08 In Q traffic increased: there were 2.2% more flights per day in the EUROCONTROL Statistical Reference Area (ESRA08) than in Q Turkey, Spain, UK and Germany continue to contribute to this overall growth. Norway 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 12.5 minutes for all-causes delay. Further analysis of the delay reasons shows that reactionary delays increased by 0.5 minutes to 5.9 minutes per flight. Airline-related delays fell slightly at 3.5 minutes per flight, ATFCM en-route delays as reported by airlines increased to 0.7 minutes per flight. Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue vi

7 Figure 3. Long Departure Delays >60 Minutes The longer delays (those greater than 60 mins in orange) seen in July and August can be observed in Figure 3, with July remaining stable 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 fell to 3.5 minutes per flight. ATFCM total delay increased to 1.8 minutes per flight with mainly airport restrictions contributing to the overall increase. Airline reported ATFM en-route delays also increased these at 0.7 minutes per flight. Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 1

8 2 Q Monthly Summary Section 2 provides a more detailed month-by-month view, highlighting the particular causes and locations of all-causes delay. July Operational data from airlines describing all-causes delay showed a deterioration of the delay situation for the network with 48% of flights being delayed (>=5 minutes) on departure, this was an increase of 3 percentage points when compared to the same month in The average delay per delayed flight (ADD) decreased by 0.5 minutes to 28 minutes when compared to July The main increases in delay were due to airport operations (including ATFCM) notably at Istanbul s Ataturk and Sabiha Gökçen airports. An aircraft technical failure after landing (2 July) and a security incident (13 July) disrupted operations at London Heathrow airport. A fire in the vicinity of Rome/Fiumicino airport on 29 July reduced the arrival rate. Despite an overall reduction in weather delays, seasonal weather (strong winds and thunderstorms) impacted Zurich, London Heathrow and Amsterdam Schiphol airports. August All-causes delay data showed a deterioration of the delay situation for the network with 46% of flights being delayed (>=5 minutes) on departure, this was an increase of 2 percentage points when compared to the same month in The average delay per delayed flight (ADD) increased to 28 minutes. Also notable were respective 15% and 25% increases for reactionary and airport ATFCM delays during August The trend of high airport capacity delays at Istanbul Ataturk and Sabiha Gökçen airports continued in August A fire (26 August) in a hanger adjacent to the runway at Dublin airport caused the reduction of the airport capacity for the duration of the incident. Despite an overall reduction in weather delays, seasonal weather (strong winds and thunderstorms) at Palma de Mallorca, London Heathrow, London Gatwick, Zurich, and Amsterdam Schiphol airports impacted their operations. September All-causes data from airlines illustrated a continued deterioration delay situation for the network. The average delay per delayed flight (ADD) increased by 2% to 26 minutes. The percentage of delayed flights (>=5 minutes) on departure was 42% an increase of 2 percentage points when compared to the same month in Airport ATFCM delays remained at 0.7 minutes per flight in September 2015, with both Istanbul Ataturk and Sabiha Gökçen airports continuing to suffer from airport capacity delays as well as weather. En-route delays were observed in Brest, Nicosia and Barcelona ACC during the month with en-route delays reported by airlines increasing to 0.7 mins per flight. Despite an overall reduction in weather delays, seasonal weather (strong winds, low visibility and thunderstorms) at Palma de Mallorca, Zurich, London Heathrow and Amsterdam Schiphol airports impacted operations. Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 2

9 3 Average Delay per Delayed Flight (Departure) The percentage of delayed flights on departure (>=5 minutes) increased to 45.6% 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 6, higher delays during all 3 months of the quarter can be observed. The average delay per delayed (ADD) flight was 27.4 minutes per flight, this was a small increase and just above the 5-year average. Figure 5. Average Delay per Flight (All-Causes) for Departures Figure 6. Average Delay per Delayed Flight (All-Causes) for Departures Figure 7. Percentage of Delayed Flights (All-Causes) for Departures Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 3

10 4 NM Versus Aircraft Operator Experience of Delay Figure 8. 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 66% of commercial flights in the ECAC region for Q ATFCM delays reported by airlines are lower than the NM-calculated ATFCM 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 ATFCM delay from allcauses was 0.7 minutes per flight, lower in comparison to the NM recorded average en-route ATFM delay of 1.1 minutes per flight. According to airline reports, primary delays (eg. passenger and ramp handling delays) counted for 53% (6.6 min/flt) of which (0.7 min/flt) was attributed to en-route ATFCM restrictions, with reactionary delays representing the remaining share of 47% of (5.9 min/flt). Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 4

11 5 Distribution of All Flights by Length of Delay (Punctuality) In Q punctuality levels fell, with 40% of flights departing within the 5 minute threshold before or after the scheduled departure time (STD) a decrease of 1.5 percentage points when compared to Q Flights delayed >30 minutes from all-causes increased, these by 1 percentage point to 10.8%, with flights delayed >60 minutes increasing to 3.9%. Figure 9. All-Causes Departure and Arrival Punctuality Q vs.q In regard to arrival punctuality, 25% of flights arrived on time within the 5 minute threshold before or after the scheduled arrival time. Flights arriving >15 minutes ahead of schedule remained at 8%. 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: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 5

12 Figure 10. 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) In Figure 10 out of the top 50 airlines by the number of flights (66% coverage of IFR flights, long haul and short haul operations included). During the quarter, 17 airlines saw more than 85% of their flights arrive within 15 minutes of the scheduled time of arrival vs. 18 airlines in Q Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 6

13 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 11. Monthly Rate of Operational Cancellations 2014 Q In Q a low operational cancellation rate of 1.2% can be observed, compared to 1.5% in Q where industrial action by Lufthansa and Germanwings occurred. Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 7

14 Figure 12. Average Daily Cancellation Q Figure 12 provides the detail of cancellations by day from July 2014 to the end of September Operational cancellations remained low at 1.2% of planned flights, with daily cancellation rates remaining stable during the quarter as industrial action was less prevalent than in Q There were small actions in July in Spain and Romania however the disruption of these was small. 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: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 8

15 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) is the percentage of flights with an actual block time which exceeds the scheduled block time. The European BTO in Q was 27%, this stable compared to Q3 1014, indicating that the same amount flights had an actual block time exceeding their scheduled block time during the quarter, this is also highlighted in the decreases in punctuality levels notably in September (Figure 9). 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 -4.0 minutes, this was a decrease of 0.2 minutes per flight when compared to Q Figure 13. Block Time Overshoot (BTO) and Delay Difference Indicator - Flight (DDI-F) 2014 Q Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 9

16 8 CODA Reactionary Delay Analysis In Q the share of reactionary delay increased and represented 47% of delay minutes contributing 5.9 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 44% for the quarter following a small increase delays for two (August & September) out of the 3 months in the quarter. Figure 14. Median Scheduled Flight Sequence Depth and Share of Reactionary Departure Delay on Intra European Flights: Jul 2014 September 2015 Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 10

17 9 Average Delay per Flight by Hour Figure 15. 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 in the morning when compared to Q with its share at or just under 25% during the first rotation phase. En-route delay is also higher. This in turn has pushed reactionary delay minutes to over 60% share by the end of the operational day. Figure 15 also illustrates how airline delay was a little lower in the quarter. Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 11

18 10 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 27.4 minutes per flight, this was an increase of 1% when compared to Q where the ADD was 27.1 minutes. 45.6% 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, with each month in Q being worse for both ADD and PDF. Figure 17. ADD vs. PDF on Arrival Regarding arrivals, the average delay per delayed arrival in Q was 29.7 minutes (compared to 28.3 minutes per flight in Q2 2014). The percentage of delayed flights on arrival increased to 39.2% compared to 38.1% in Q Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 12

19 11 Average Delay per Delayed Flight (Arrival) The average delay per delayed flight on arrival from all-causes was 29.7 minutes per flight in Q with the percentage of delayed flights also increasing, this by 1.1 percentage points to 39.2% in comparison to that of Q and the highest for 5 years. Figure 18. Average Delay per Flight (All-Causes) for Arrivals Figure 19. Average Delay per delayed Flight (All-Causes) for Arrivals Figure 20. Percentage of Delayed Flight (All-Causes) for Arrivals Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 13

20 12 Top 20 Delay Affected Departure Airports Figure 21. 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 ISTANBUL/SABIHA LTFJ % % 3 ANTALYA LTAI % % 4 LONDON/GATWICK EGKK % % 5 IBIZA LEIB % % 6 PALMA DE MALLORCA LEPA % % 7 LONDON/LUTON EGGW % % 8 BARCELONA LEBL % % 9 ISTANBUL-ATATURK LTBA % % 10 MANCHESTER EGCC % % 11 VENEZIA TESSERA LIPZ % % 12 MALAGA LEMG % % 13 LONDON/HEATHROW EGLL % % 14 MILANO MALPENSA LIMC % % 15 BRUSSELS NATIONAL EBBR % % 16 PORTO LPPR % % 17 NICE LFMN % % 18 DUESSELDORF EDDL % % 19 ZURICH LSZH % % 20 BIRMINGHAM EGBB % % CDA_2015_003 16/12/2015 [free text] [free text] Rome Fiumicino saw an average delay per flight of 27.2 minutes, following a quarter where the airport was affected by delays resulting from a fire in terminal 3 of the airport. Istanbul Sabiha Gökçen airport continues to suffer chronic delays with airlines experiencing airport capacity delays and consequent reactionary delays. Antalya airport experienced delays from runway maintenance mainly at weekends during the quarter. Figure 22. Main delay causes at the top 10 affected departure airports Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 14

21 13 Top 20 Delay Affected Arrival Airports Figure 23. 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/SABIHA LTFJ % % 2 LONDON/GATWICK EGKK % % 3 ISTANBUL-ATATURK LTBA % % 4 ANTALYA LTAI % % 5 BARCELONA LEBL % % 6 ROME FIUMICINO LIRF % % 7 IBIZA LEIB % % 8 LONDON/LUTON EGGW % % 9 MANCHESTER EGCC % % 10 VENEZIA TESSERA LIPZ % % 11 LONDON/HEATHROW EGLL % % 12 PALMA DE MALLORCA LEPA % % 13 MALAGA LEMG % % 14 DUBLIN EIDW % % 15 ANKARA-ESENBOGA LTAC % % 16 ATHINAI E. VENIZELOS LGAV % % 17 MILANO MALPENSA LIMC % % 18 DUESSELDORF EDDL % % 19 PORTO LPPR % % 20 LISBOA LPPT % % The worsening delay situation in Istanbul can be seen in Figure 25, with Istanbul Ataturk and Istanbul Sabiha Gökçen airports experiencing airport capacity and reactionary delays. Arrivals at London Gatwick mainly suffered from reactionary delays. Delays in Lisbon show signs of improving with the airport seeing a 48% fall in its average delay per flight following improvements in airline performance. Figure 24. Main delay causes at the top 10 affected arrival airports Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 15

22 14 Top 20 Delay Affected City Pairs Figure 25. 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 ROME FIUMICINO PALERMO PUNTA RAISI % % ROME FIUMICINO CATANIA % % 2 FONTANAROSSA 3 LONDON/GATWICK BARCELONA % % 4 ANTALYA ISTANBUL-ATATURK % % 5 BARCELONA LONDON/GATWICK % % PALMA DE DUESSELDORF % % 6 MALLORCA 7 IBIZA BARCELONA % % CATANIA ROME FIUMICINO % % 8 FONTANAROSSA 9 LONDON/HEATHROW ZURICH % % PALERMO PUNTA ROME FIUMICINO % % 10 RAISI 11 DUESSELDORF PALMA DE MALLORCA % % 12 ISTANBUL-ATATURK ANTALYA % % 13 BARCELONA IBIZA % % 14 ZURICH LONDON/HEATHROW % % 15 LONDON/HEATHROW FRANKFURT MAIN % % 16 ROME FIUMICINO MILANO LINATE % % 17 MAHON/MENORCA BARCELONA % % 18 LONDON/HEATHROW DUBLIN % % 19 LONDON/HEATHROW GENEVE COINTRIN % % PALMA DE BARCELONA % % 20 MALLORCA Analysis of the Top 20 most delayed city pairs show that flights from Rome Fiumicino to Palmermo experienced delays with an average delay per flight of 35 minutes per flight resulting from the terminal fire and capacity reductions. Flights from London Gatwick to Barcelona were affected by arrival restrictions and consequent reactionary delays on their return sectors. Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 16

23 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 66% of commercial flights in the ECAC region in Q Figure 26 Average all-causes delay/delayed flight (departures top, arrivals bottom) Figure 27. Percentage of flights delayed for all-causes delay (departures top, arrivals bottom) Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 17

24 Figure 28. Percentage of flights delayed >15mins for all-causes (departures top, arrivals bottom) Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 18

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: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 19

26 17 Correlation between IATA Delay Codes and the NM Regulation Codes Note: updated version published in the ATFCM Users Manual Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 20

27 18 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) Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 21

28 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: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 22

29 19 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: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 23

30 20 CODA Coverage of Commercial Flights in ECAC Region Q Canary Islands Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 24

31 DOCUMENT FINAL PAGE Edition Validity Date: 16/12/2015 Edition: CDA_2015_003 Status: Released Issue 25