All-Causes Delay and Cancellations to Air Transport in Europe Q1 2016 Edition Number Edition Validity Date : CDA_2016_001 : Use 16/08/2016 pop-up to enter value.
DOCUMENT CHARACTERISTICS Document Title Document Subtitle (optional) Edition Number Edition Validity Date Abstract CDA_2016_001 Use 16/08/2016 pop-up to enter value. Author(s) Contact Person(s) Tel/email Unit C. Walker +32 2 729 3391 NMD/PFR/FNI STATUS AND ACCESSIBILITY Status Accessible via Working Draft Intranet Draft Extranet Proposed Issue Internet (www.eurocontrol.int) Released Issue Intended for Detail Red Highly sensitive, non-disclosable information Amber Sensitive information with limited disclosure Green Normal business information White Public information 2016 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: Edition: CDA_2016_001 Status: Released Issue ii
EXECUTIVE SUMMARY Operational data received directly from airlines by CODA describing delays from all causes for Q1 2016 illustrated stable delay performance in January, better performance in February and a deterioration in delays during March when compared to Q1 2015. This translates to a quarterly average delay per flight of 9.7 minutes per flight, an increase of 0.4 minutes per flight, alongside an increase in daily flights of 2.3% in ECAC. Airline arrival punctuality decreased, with 83% of flights arriving within 15 minutes or earlier than their scheduled arrival time (STA), compared to 84% in Q1 2015. Delays due to airline operations fell but remained the main cause of primary delay. These gains were cancelled out by airline reported en-route ATFCM delays increasing to 0.4 minutes per flight, with (En Route Air Traffic Organiser) ERATO training and implementation affecting airlines in Brest ACC, alongside ATC industrial action in France during January and March. Other increases were due to airport operations delays including ATFCM, this remaining at 0.7 minutes per flight and the third highest cause in the share of delay. Istanbul s Ataturk and Sabiha Gökçen airports continued to experience heavy delays with both airports experiencing capacity delays on arrival throughout the quarter. The share of reactionary (knock-on) delay was unchanged with 44% of delay minutes (4.3 minutes of the 9.7 average delay per flight). Operational cancellations decreased to 1.7% of planned flights in spite of industrial action by French ATC in January and March. The terrorist attack at Brussels Airport saw increases in cancellations at the end of March, the airport was subsequently closed to passenger traffic until 3 April, but only the initial cancellations count as operational cancellations under the terms of the regulation. Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue iii
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_2016_001 10/09/2016 C Walker 1 st Draft CDA_2016_001 16/09/2016 C. Walker 2 nd Draft Reason Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue iv
Table of Contents EXECUTIVE SUMMARY... IV TABLE OF CONTENTS... V 1 TRAFFIC AND AVERAGE DELAY PER FLIGHT OVERVIEW... 1 2 Q1 2015 MONTHLY SUMMARY... 3 3 AVERAGE DELAY PER DELAYED FLIGHT (DEPARTURE)... 4 4 NM VERSUS AIRCRAFT OPERATOR EXPERIENCE OF DELAY... 5 5 DISTRIBUTION OF ALL FLIGHTS BY LENGTH OF DELAY (PUNCTUALITY)... 6 6 CODA OPERATIONAL FLIGHT CANCELLATION ANALYSIS... 8 7 CODA SCHEDULING INDICATORS... 10 8 CODA REACTIONARY DELAY ANALYSIS... 11 9 AVERAGE DELAY PER FLIGHT BY HOUR... 12 10 AVERAGE DELAY PER DELAYED FLIGHT VS PERCENTAGE OF DELAYED FLIGHTS... 13 11 AVERAGE DELAY PER DELAYED FLIGHT (ARRIVAL)... 14 12 TOP 20 DELAY AFFECTED DEPARTURE AIRPORTS... 15 13 TOP 20 DELAY AFFECTED ARRIVAL AIRPORTS... 16 14 TOP 20 DELAY AFFECTED CITY PAIRS... 17 15 YEAR ON YEAR TRENDS IN ALL-CAUSES INDICATORS... 18 16 CODA DELAY GROUPINGS... 21 17 CORRELATION BETWEEN IATA DELAY CODES AND THE NM REGULATION CODES... 22 18 STANDARD IATA DELAY CODES... 23 19 STANDARD IATA DELAY CODE SUB-CODES (AHM731)... 25 20 CODA COVERAGE OF COMMERCIAL FLIGHTS IN ECAC REGION Q1 2016... 26 Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue v
1 Traffic and Average Delay per Flight Overview Figure 1. Total Departures per Day in ECAC In Q1 2016 there were 2.3 % more daily flights in ECAC. Traffic increased throughout the quarter with growth of 1.5%, 3.0% and 2.3% respectively during the first three months of the year, taking into account the 2016 leap year effect. Further information regarding traffic and forecasts can be found on the STATFOR website. Figure 2. Delay Causes Q1 2015 vs. Q1 2016 Q1 2016 saw an average delay per flight of 9.7 minutes for all-causes delay, an increase in comparison to Q1 2015. Analysis of the delay reasons shows that reactionary delays contributed the most to the average with 4.3 minutes per flight. Airline-related delays fell by 0.2 minutes per flight. ATFCM en-route delay increased by 0.4 minutes to 0.6 minutes per flight following the industrial action in France in January and March, as well as ERATO implementation. Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue 1
Figure 3. Primary Delay Causes Q1 2015 vs.q1 2016 Total ATFCM delay increased to 1.4 minutes per flight with en-route restrictions mainly contributing to the overall increase of ATFCM delays and cancelling out any gains made from the fall of airline delays and weather. Figure 4. Long Departure Delays >60 Minutes Longer delays (those greater than 60 mins in orange) remained at a similar level to Q1 2015, March 2016 did see an increase in comparison to the previous year, with delays from industrial action in France as well as increased weather and airport capacity delays. Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue 2
2 Q1 2016 Monthly Summary As indicated in the executive summary all-causes delay illustrated stable delay performance in January, good performance in February and a deterioration in delay during March. Section 2 provides a month-by-month view, highlighting the particular causes and locations of allcauses delay in further detail. January 2016. Operational data from airlines describing all-causes delay showed that the average delay per delayed flight (ADD) remained stable at 27 minutes per flight. The percentage of delayed flights (>=5 minutes) on departure also remained stable this at 38%. January saw an increase of 1.5% in daily flights compared to January 2015. The stepped implementation of ERATO system in Brest ACC which extended throughout the entire month generated significant en-route ATFM delays with additional effects on Madrid, Paris, Seville and Canarias ACCs. A French ATC industrial action on 26 January resulted in delays for the French ACCs and airports with additional delay generated by Madrid ACC due to ATFM protective measures. Seasonal weather (fog, strong winds, snow) impacted operations at Schiphol, Zurich, Berlin Tegel, London Heathrow, Oslo, Istanbul Ataturk and Sabiha Gökçen airports. February 2016. Airline data describing all-causes delay showed that the average delay per delayed flight (ADD) fell to 24 minutes in comparison to 30 minutes observed in February 2015. The percentage of delayed flights (>=5 minutes) on departure was 33%, a decrease of 1.2 percentage points compared to the equivalent month in 2015, this improvement in delay also coincided with an increase in daily flights of 3.0% in ECAC when compared to February 2015 when adjusted to take in the effect of the 2016 leap year. The stepped implementation of ERATO system in Brest ACC extended throughout the entire month of February resulting in a 20% planned capacity reduction. A local Italian industrial action at Rome Ciampino airport on 29 February 2016 resulted in ATFM measures. Seasonal weather (fog, strong winds, snow) impacted operations at Schiphol, London Heathrow, Geneva, Frankfurt, Brussels, Istanbul Ataturk and Sabiha Gökçen airports, however this was less prevalent than in February 2015 a month with high weather related delay. March 2016. Data from airlines describing all-causes delay showed that the average delay per delayed flight (ADD) increased by 2 minutes to 30 minutes per flight. The percentage of delayed flights (>=5 minutes) was 38%, an increase of 4 percentage points when compared to March 2015. In a continuation of the upward trend daily flights also increased, these by 2.2% for the month. Following the terrorist attack at Brussels airport on 22 March, a zero rate measure was applied. Liege, Ostend, Amsterdam Schiphol, Düsseldorf and Charleroi airports taking the majority of diverted flights. Brussels airport was closed for passenger traffic until 1 May. French ATC industrial actions on 20-21-22 and 31 March resulted in delays for the French ACCs and airports with additional delay reported by Madrid, Maastricht and Barcelona ACCs due to ATFM protective measures; Seasonal weather (fog, strong winds, snow) impacted operations particularly at London/Heathrow, London/Gatwick, and Brussels airports. Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue 3
3 Average Delay per Delayed Flight (Departure) The percentage of flights delayed on departure (>=5 minutes) increased to 37%. Regarding the average delay per flight in Figure 5, stability in January, lower delays in February 2016 and high delay in March can be observed, putting these three months together the average delay per delayed (ADD) flight was 27.4 minutes. 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: Edition: CDA_2016_001 Status: Released Issue 4
4 NM Versus Aircraft Operator Experience of Delay Figure 8. Breakdown of Average Delay per Flight Q1 2016 vs. Q1 2015 (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 71% of commercial flights in the ECAC region for Q1 2016. 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 0.6 minutes per flight, this was the below the NM recorded average en-route ATFM delay of 0.7 minutes per flight for the quarter. As reported by the airlines, primary delays (eg. passenger and ramp handling delays) counted for 56% (5.4 min/flt) of which (0.2 min/flt) was attributed to en-route ATFCM restrictions, with reactionary delays representing the remaining share of 44% of (4.3 min/flt), bringing us back to the 9.7 mins as reported in previous sections. Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue 5
5 Distribution of All Flights by Length of Delay (Punctuality) In Q1 2016 departure punctuality levels fell, with 44% of flights departing within the 5 minute threshold before or after the scheduled departure time (STD) when compared to Q1 2015. Flights delayed >30 minutes from all-causes increased by 0.4 percentage points during the quarter. Airline arrival punctuality fell by 1 percentage point with 83% of flights arriving within 15 minutes or earlier than their scheduled arrival time (STA), compared to 84% in Q1 2015. Figure 9. All-Causes Departure and Arrival Punctuality Q1 2015 vs.q1 2016 Flights arriving >15 minutes ahead of schedule remained at 11%. 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: Edition: CDA_2016_001 Status: Released Issue 6
Figure 10. Top 50* Airlines by Arrival On-Time Performance Q1 2016 *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) During the quarter, 22 airlines saw more than 85% of their flights arrive within 15 minutes of the scheduled time of arrival vs. 25 airlines in Q1 2015. Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue 7
6 CODA Operational Flight Cancellation Analysis These 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 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 11. Monthly Rate of Operational Cancellations 2015 Q1 2016 Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue 8
Figure 12. Average Daily Cancellation 2015 Q1 2016 Figure 11 shows the monthly rate of operational cancellations and Figure 12 provides the detail of cancellations by day from January 2015 to the end of March 2016. It should be noted that initial cancellations count as operational cancellations under the terms of the regulation. In Q1 2016 an operational cancellation rate of 1.7% was observed (see figure 11), compared to 1.9% in Q1 2015. ATC industrial action occurred in France on the 26 th January, with a peak in cancellations being observed of 4%. March saw higher cancellations following the bombing of Brussels Airport on March 22, in the same week ATC industrial action in France ran for 3 days (20, 21, 22 March) and a further day on 31 March with a peak in cancellations of 5.6% being observed. Further historical details regarding operational cancellations in 2014 and 2015 can be found in the CODA Annual Digest 2015. Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue 9
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 2015 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 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 Q1 2016 was -3.6 minutes, this was an increase of 0.2 minutes schedule buffering per flight when compared to Q1 2015. 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 Q1 2016 was 29%, this was a slight improvement compared to Q1 2015, indicating that fewer flights had an actual block time exceeding their scheduled block time during the quarter. Putting these two together the net effect was a slight increase in schedule buffering during the quarter. Figure 13. Block Time Overshoot (BTO) and Delay Difference Indicator - Flight (DDI-F) 2015 Q1 2016 Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue 10
8 CODA Reactionary Delay Analysis In Q1 2016 the share of reactionary delay (IATA delay codes 91-96) was 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). 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 14 analysis shows that the median number of scheduled flights per sequence for an aircraft in Q1 2016 was 3. The changes to the IATA seasons can be observed in the graph where the median fell to 3 in November and December, as fewer flights may be scheduled during this period. This also highlights that with the shorter sequences of reactionary delay in winter as the network is naturally more resilient in the winter season. Following the better delay performance in February the media sequence depth fell to 2 flights. The percentage share of rotational delay (IATA delay code 93 only) in Q1 2016 was 40%, an increase of 1 percentage point in comparison to Q1 2015. Figure 14. Median Scheduled Flight Sequence Depth and Share of Reactionary Departure Delay on Intra European Flights: January 2015 April 2016. Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue 11
9 Average Delay per Flight by Hour Figure 15. Breakdown of the Average Delay per Flight by Hour of the Day Q1 2016 (top) vs. Q1 2015 (bottom) During the first rotation phase (between 0300 and 0900 UTC) Figure 15 shows a notable higher share of en-route related delay in the morning when compared to Q1 2015 with its share at or just under 10% during the first rotation phase at 0600 with flights routing through ERATO affected airspace in the morning. This in turn has pushed reactionary delay minutes to over 60% share by the end of the operational day (2100UTC). Figure 15 also illustrates how airline delay share remained relatively stable in the quarter. Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue 12
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 when compared to Q1 2015 where the ADD was 26.8 minutes. 36.5% of flights were delayed on departure (>=5 minutes) this was also an increase in comparison to that observed in Q1 2015. The improvement in delays during February can be observed in both figure 16 and 17. Figure 17. ADD vs. PDF on Arrival Regarding arrivals, the average delay per delayed arrival in Q1 2016 was 28.5 minutes (compared to 28.8 minutes per flight in Q1 2015). The percentage of delayed flights on arrival increased to 33.8% compared to 33.3% in Q1 2015. Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue 13
11 Average Delay per Delayed Flight (Arrival) The average delay per delayed flight on arrival from all-causes was 28.5 minutes per flight in Q1 2015 a fall of 0.3 minutes per flight. The percentage of delayed arrivals increased by 0.5 percentage points to 33.8% in comparison to Q1 2015, remaining at a similar level to those observed in the last 5 years, with the exception of 2014 where record lows for delay were seen. 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: Edition: CDA_2016_001 Status: Released Issue 14
12 Top 20 Delay Affected Departure Airports Figure 21. All-Causes Delay. Top 20 Affected Departure Airports Q1 2016 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 18.7 45% 40.2 46.6% 2 MALAGA LEMG 16.1 107% 33.5 48.1% 3 LONDON/GATWICK EGKK 14.5 29% 30.7 47.3% 4 LONDON/LUTON EGGW 14.2 28% 29.5 48.2% 5 LONDON/CITY EGLC 13.2 40% 26.5 49.8% 6 LAS PALMAS GCLP 13.0 96% 29.3 44.4% 7 GENEVE COINTRIN LSGG 11.9 3% 26.5 45.1% 8 MANCHESTER EGCC 11.7-12% 29.6 39.7% 9 BARCELONA LEBL 11.4 88% 29.2 38.9% 10 PARIS CH DE GAULLE LFPG 11.3 9% 25.0 45.1% 11 PORTO LPPR 11.1. 28.7 38.7% 12 GOTEBORG/LANDVETTER ESGG 10.9 17% 27.1 40.1% 13 PALMA DE MALLORCA LEPA 10.7 93% 32.9 32.6% 14 OTOPENI-INTL. LROP 10.6-4% 29.9 35.5% 15 STOCKHOLM-ARLANDA ESSA 10.4 28% 22.6 45.8% 16 BIRMINGHAM EGBB 10.3-3% 27.4 37.8% 17 MADRID BARAJAS LEMD 10.3 61% 25.9 39.8% 18 BRUSSELS NATIONAL EBBR 10.3 11% 23.7 43.6% 19 LYON SATOLAS LFLL 10.2 29% 27.2 37.6% 20 OSLO/GARDERMOEN ENGM 10.2-11% 26.2 38.8% Istanbul-Ataturk saw an average delay per departure of 18.7 minutes with airport capacity delays and weather being observed in all three months of the quarter. Malaga and Las Palmas and other Spanish airports saw increases in delay with flights experiencing reactionary delays, from the ATC industrial action and also as a result of some airlines operating with aircraft shortages. Figure 22. Main delay causes at the top 10 affected departure airports Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue 15
13 Top 20 Delay Affected Arrival Airports Figure 23. All-Causes Delay. Top 20 Affected Arrival Airports Q1 2016 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 17.4 29% 32.0 54.3% 2 LONDON/GATWICK EGKK 16.2 46% 40.0 40.4% 3 ISTANBUL-ATATURK LTBA 15.9-10% 38.2 41.5% 4 MALAGA LEMG 13.5 97% 31.7 42.7% 5 BARCELONA LEBL 13.1 84% 33.7 38.9% 6 LONDON/LUTON EGGW 13.1 33% 31.5 41.6% 7 PORTO LPPR 12.5 45% 30.2 41.4% 8 ANKARA-ESENBOGA LTAC 12.3 21% 26.3 46.8% 9 OSLO/GARDERMOEN ENGM 11.6-8% 30.2 38.4% 10 MARSEILLE PROVENCE LFML 11.6 59% 38.9 29.8% 11 OTOPENI-INTL. LROP 11.4-37% 29.8 38.4% 12 MADRID BARAJAS LEMD 11.2 74% 27.2 41.1% 13 PALMA DE MALLORCA LEPA 11.0 81% 33.0 33.3% 14 STOCKHOLM-ARLANDA ESSA 10.9 25% 25.2 43.4% 15 LAS PALMAS GCLP 10.9 51% 26.4 41.4% 16 LONDON/HEATHROW EGLL 10.9-13% 31.7 34.4% 17 MANCHESTER EGCC 10.7-9% 33.3 32.0% 18 LONDON/CITY EGLC 10.6 55% 24.6 43.1% 19 BRUSSELS NATIONAL EBBR 10.5 12% 28.0 37.4% 20 GENEVE COINTRIN LSGG 10.3 3% 27.1 38.2% The delay situation in Istanbul can be seen in Figure 23, with Istanbul Sabiha Gökçen airport experiencing airport capacity and reactionary delays. Istanbul Ataturk saw a decrease in delay, however airport capacity delays continue to be a problem. Arrivals at London Gatwick mainly suffered from reactionary delays from the ATC industrial action in France. Figure 24. Main delay causes at the top 10 affected arrival airports Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue 16
14 Top 20 Delay Affected City Pairs Figure 25. All-Causes Delay Situation for the 20 Most Delayed Airport Pairs Q1 2016 Rank Departure Airport Arrival Airport Average Delay Per Departure Change since Previous Period Average Delay Per Delayed Departure Percentage Delayed Departures 1 ISTANBUL-ATATURK ANTALYA 52.1 392% 133.7 39.0% 2 ISTANBUL-ATATURK IZMIR-ADNAN- MENDERES 30.3 208% 69.9 43.3% 3 ISTANBUL-ATATURK ANKARA-ESENBOGA 24.2 220% 58.0 41.6% 4 ISTANBUL-ATATURK ADANA-SAKIRPASA 20.9 142% 64.8 32.2% 5 GENEVE COINTRIN LONDON/GATWICK 20.1 38% 35.3 57.0% 6 LONDON/GATWICK BARCELONA 19.9 81% 37.0 53.8% 7 BARCELONA LONDON/GATWICK 18.3 228% 43.5 42.1% 8 TROMSO/LANGNES OSLO/GARDERMOEN 15.9-3% 27.8 57.4% 9 LONDON/GATWICK GENEVE COINTRIN 15.5 29% 28.5 54.3% 10 NEW YORK LONDON/HEATHROW 15.5-46% 42.7 36.2% 11 ROME FIUMICINO BARCELONA 15.2-15% 29.8 51.0% 12 SCHIPHOL AMSTERDAM LONDON/GATWICK 15.1-10% 31.8 47.4% 13 MADRID BARAJAS PALMA DE MALLORCA 13.3 89% 25.7 51.9% 14 OSLO/GARDERMOEN TROMSO/LANGNES 12.9 3% 22.9 56.1% 15 GENEVE COINTRIN LONDON/HEATHROW 12.8-18% 25.3 50.3% 16 LONDON/CITY EDINBURGH 12.7 110% 27.7 46.0% 17 LONDON/GATWICK DUBLIN 12.7 55% 27.4 46.5% 18 PARIS CH DE GAULLE BARCELONA 12.6 61% 25.7 49.0% 19 LONDON/HEATHROW NEW YORK 12.0-18% 32.6 37.0% 20 PARIS CH DE GAULLE MADRID BARAJAS 12.0 70% 24.9 48.0% Analysis of the Top 20 delayed city pairs show that flights from Istanbul Ataturk experienced delays mainly on high frequency domestic city pairs in Turkey with flights between Istanbul Ataturk, Antalya, Izmir, Ankara and Adana experiencing delays following the capacity and weather delays in the Istanbul TMA. Flights between London Gatwick and Barcelona saw increases in delay following the ATC industrial action in France, as well as individual airlines suffering from delays. Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue 17
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 71% of commercial flights in the ECAC region in Q1 2016. Figure 26 Average all-causes delay/delayed flight (departures top, arrivals bottom) Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue 18
Figure 27. Percentage of flights delayed for all-causes delay (departures top, arrivals bottom) Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue 19
Figure 28. Percentage of flights delayed >15mins for all-causes (departures top, arrivals bottom) Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue 20
Primary Delay Causes Network Manager 16 CODA Delay Groupings CODA CAUSE Description IATA Code Passenger and Baggage 11-19 Cargo and Mail 21-29 Aircraft and Ramp Handling 31-39 Airline Technical and Aircraft Equipment 41-48 Damage to Aircraft & EDP/Automated Equipment Failure 51-58 Flight Operations and Crewing 61-69 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 85-86 Weather Weather (other than ATFM) 71-77 ATFM due to Weather at Destination 84 Miscellaneous Miscellaneous 98-99 Reactionary Late Arrival of Aircraft, Crew, Passengers or Load 91-96 Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue 21
17 Correlation between IATA Delay Codes and the NM Regulation Codes Note: updated version published in the ATFCM Users Manual 18.1.1 1 1 http://www.eurocontrol.int/sites/default/files/content/documents/nm/network-operations/handbook/atfcm-usersmanual-current.pdf Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue 22
18 Standard IATA Delay Codes Others 00-05 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: Edition: CDA_2016_001 Status: Released Issue 23
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: Edition: CDA_2016_001 Status: Released Issue 24
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: Edition: CDA_2016_001 Status: Released Issue 25
Canary Islands Network Manager 20 CODA Coverage of Commercial Flights in ECAC Region Q1 2016 Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue 26
DOCUMENT FINAL PAGE Edition Validity Date: Edition: CDA_2016_001 Status: Released Issue 27