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

CODA DIGEST 2016 All-Causes and Cancellations to Air Transport in Europe - 2016 Edition Number : CDA_2017_005 Edition Validity Date : 07/04/2017

DOCUMENT CHARACTERISTICS Document Title Document Subtitle (optional) Edition Number Edition Validity Date Use pop-up to enter value. Abstract CDA_2017_005 07/04/2017 Author(s) C. Walker 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 TLP STATUS Intended for Detail Red Highly sensitive, non-disclosable information Amber Sensitive information with limited disclosure Green Normal business information White Public information 2017 The European Organisation for the Safety of Air Navigation (EUROCONTROL). This document is published by EUROCONTROL for information purposes. It may be copied in whole or in part, provided that EUROCONTROL is mentioned as the source and the extent justified by the non-commercial use (not for sale). The information in this document may not be modified without prior written permission from EUROCONTROL. Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue ii

DOCUMENT APPROVAL Edition History Edition No. Edition Validity Date Author CDA_2016_005 07/04/2017 C. Walker Final Reason Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue iii

Table of Contents DOCUMENT CHARACTERISTICS... DOCUMENT APPROVAL... III EDITION HISTORY... III TABLE OF CONTENTS... IV 1 EXECUTIVE SUMMARY... 1 2 TRAFFIC AND AVERAGE DELAY PER FLIGHT OVERVIEW... 2 3 2016 MONTHLY SUMMARY... 4 5 AVERAGE DELAY PER DELAYED FLIGHT (DEPARTURE)... 7 6 AVERAGE DELAY PER DELAYED FLIGHT (ARRIVAL)... 8 7 NM VERSUS AIRCRAFT OPERATOR EXPERIENCE OF DELAY... 9 8 DISTRIBUTION OF ALL FLIGHTS BY LENGTH OF DELAY (PUNCTUALITY)... 10 9 CODA OPERATIONAL FLIGHT CANCELLATION ANALYSIS... 12 10 CODA SCHEDULING INDICATORS... 14 11 CODA REACTIONARY DELAY ANALYSIS... 15 12 AVERAGE DEPARTURE DELAY PER FLIGHT BY HOUR... 16 13 AVERAGE DELAY PER DELAYED FLIGHT VS PERCENTAGE OF DELAYED FLIGHTS.. 17 14 TOP 20 DELAY AFFECTED DEPARTURE AIRPORTS... 18 15 TOP 20 DELAY AFFECTED ARRIVAL AIRPORTS... 19 16 TOP 20 DELAY AFFECTED CITY PAIRS... 20 17 YEAR ON YEAR TRENDS IN ALL-CAUSES INDICATORS... 21 18 CODA DELAY GROUPINGS... 23 19 CORRELATION BETWEEN IATA DELAY CODES AND THE NM REGULATION CODES.. 24 20 STANDARD IATA DELAY CODES (AHM 31)... 25 21 STANDARD IATA DELAY CODE SUB-CODES (AHM731)... 27 22 CODA COVERAGE OF COMMERCIAL FLIGHTS IN ECAC REGION 2016... 29 Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue iv

1 Executive Summary Operational data received directly from airlines by CODA describing delays from all-causes for 2016 illustrated a story of poorer on-time performance in 2016, following a year where ATFM en-route delay from ATC industrial actions as well as ATM system implementations drove higher delays for airlines, with the effect of increasing reactionary delay. The average departure delay per flight ranged from a low of 8 minutes per flight in February to a peak of 16 minutes per flight in July. This translated to an annual average all-cause departure delay of 11.3 minutes per flight, an increase of 0.9 minutes per flight, alongside an increase in daily flights of 2.8% in ECAC. The network experienced its busiest ever day on Friday 9 September 2016. Reactionary (knock-on) delay increased contributing 5.1 minutes to the 11.3 minute average delay per flight, a 45% share of delay minutes meaning for every 1 minute of primary delay there were 50 seconds of reactionary delay generated. The range of reactionary delay during the year was wider than airline delay, with a range of 4 minutes being observed from the lows in February of 3.5 minutes per flight and the high in June of 7.5 minutes per flight, a month which also saw a peak in en-route ATFM delay. Delays due to airline operations remained the main cause of primary delay, contributing 3.1 minutes to the average delay per flight. Compared to reactionary delay which doubled during the summer months airline delays remain relatively stable with the 2016 monthly average ranging between 2.5 to 3.5 minutes per flight. Airline reported en-route ATFCM delays increased to 0.8 minutes per flight, with ATC industrial action in France and ERATO implementation in Brest contributing to this increase. Airport operations delay including ATFCM, remained at 1.2 minutes per flight and grouped together was the second highest cause in the share of primary delay. Istanbul s Sabiha Gökçen airport continued to suffer heavy delays with the airport experiencing capacity delays on arrival throughout the year. In contrast, Istanbul Ataturk saw a decrease in delay and fell to 20 th position of the top 20 delay affected airports in 2016. Yearly airline arrival punctuality decreased, with 81% of flights arriving within 15 minutes or earlier than their scheduled arrival time (STA) compared to 82% in 2015. Operational cancellations increased to 1.6% of planned flights, compared to 1.5% in 2015. ATC industrial actions in France were observed in 7 out of the 12 months in 2016. Other disruptions occurred within airlines with Air France, Alitalia, Lufthansa and SAS having to cancel flights during the year. Figure 1. Breakdown of the Average Delay per Delay 2015 vs. 2016 Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 1

2 Traffic and Average Delay per Flight Overview Figure 2. Total Departures per Day in ECAC European flights (ECAC) increased by 2.8% in 2016 compared with 2015. Total flights reached 10.2 million flights in 2016 and were close to 2008 traffic levels. Removing the leap day effect, this was a 2.5% growth in average daily terms in 2016 (vs. 2015). This relatively high growth rate was mainly driven by the low-cost airlines and also attributable to lower oil prices throughout the year along with a stable although low economic growth. Further information regarding traffic and forecasts can be found on the STATFOR website and via the STATFOR Interactive Dashboard (SID). Figure 3. Breakdown of the Average Delay per Delay Flight 2015 vs. 2016 2016 saw an average departure delay per flight of 11.3 minutes for all-causes delay, an increase of 9% in comparison to 2015. Analysis of the delay reasons shows that reactionary delays contributed the most to the average with 5.1 minutes per flight. Airline-related delays increased slightly by 0.1 minutes per flight. ATFCM en-route delay had the third highest contribution with 0.8 minute per flight increasing by 0.3 minutes per flight compared to 2015. Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 2

Figure 4. Primary Delay Causes 2015 vs. 2016 Total ATFM delay reported by airlines delay increased to 1.7 minutes per flight with en-route restrictions mainly contributing to the overall increase, Airline and airport delays remained stable, with weather delays slightly increasing in 2016. Figure 5. Long Departure Delays >60 Minutes Longer delays (those greater than 60 mins in orange) increased when compared to 2015, mainly driven by the higher delays in June and July 2016 where delays above 60 minutes increased to 6%. Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 3

3 2016 Monthly Summary As indicated in the executive summary all-causes delay illustrated deterioration in delay performance during 2016, following a year where ATFM en-route, airport capacity and ATC industrial actions caused delays to airlines. 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 compared to February 2015 (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 1.5 minutes to 27.5 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 with 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. April 2016. Operational data from airlines describing all-causes delay showed that the average delay per delayed flight (ADD) decreased by 2 minutes to 23.7 minutes. The percentage of delayed flights (>=5 minutes) was 36%, a decrease of percentage points when compared to the same month in 2015. Following ATC staffing issues ATFM delays were generated in Brussels, Liege and Charleroi airports. Due to London TMA ATC staffing issues at Swanwick, ATFM delays were generated for several days in April for flights operating through London Stansted, London Luton and London Gatwick airports. ATC industrial actions in Italy and France generated airport and en-route ATFM delay. The industrial action of ground personnel in Germany resulted in approximately 1,300 flights not operating at several German airports. Seasonal weather (fog, strong winds, thunderstorms) impacted operations particularly at London/Heathrow, Istanbul/Sabiha Gökçen, Frankfurt, Zürich and Amsterdam/Schiphol airports. May 2016. Airline data from airlines describing all-causes delay showed that the average delay per delayed flight (ADD) increased by 1 minute to 26 minutes. The percentage of delayed flights (>=5 Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 4

minutes) was 41%, an increase of 3 percentage points when compared to the same month in 2015. ATC industrial actions in France generated airport ATFM delay and en-route ATFM delay on 19 and 26 May. Seasonal weather (strong winds, thunderstorms) impacted operations particularly at Paris/Orly, London/Heathrow, Istanbul/Ataturk, Frankfurt, Zürich, Barcelona and Amsterdam/Schiphol airports. Aerodrome capacity issues generated ATFM arrival delays at Istanbul/Sabiha Gökçen, Istanbul/Ataturk, Amsterdam/Schiphol, Paris/Orly, Zurich and Barcelona airports. June 2016. Data from airlines describing all-causes delay showed that the average delay per delayed flight (ADD) increased sharply by 6 minutes to 31 minutes, following a month with higher traffic levels, ATC industrial action as well as weather delay affecting both airports and en-route. The percentage of delayed departing flights (>=5 minutes) increased by 8 percentage points to 51% when compared to the same month in 2015. ATC industrial action in France on 12, 13, 14, 23 and 28 June generated airport and en-route ATFM delay during the month. Seasonal weather impacted operations particularly at Istanbul/Sabiha Gökçen, Frankfurt, London/Heathrow, London/Gatwick, Amsterdam/Schiphol and Zurich airports. Aerodrome capacity issues generated delays at Istanbul/Sabiha Gökçen, Istanbul/Ataturk, Barcelona, Zurich, Amsterdam/Schiphol and London/Gatwick airports. July 2016. Operational data from airlines describing all-causes delay showed that the average delay per delayed flight (ADD) increased by 2 minutes to 30 minutes, with the percentage of delayed flights (>=5 minutes) also increasing, this by 5 percentage points to 53% when compared to the same month in 2015. The ATC industrial actions in France on 4 and 6 July generated airport ATFM delay and en-route ATFM delays. Industrial actions by Air France pilots on 27 July and Alitalia pilots and cabin crew on the 5 July resulted in 1400 and 142 flights being cancelled respectively. Aerodrome capacity generated delays at Istanbul Sabiha Gökçen, Istanbul Ataturk, Barcelona, Paris Orly, Amsterdam Schiphol and Zurich airports. Seasonal weather impacted operations particularly at London Heathrow, Amsterdam Schiphol, Barcelona and Zurich airports. August 2016. Airline data from airlines describing all-causes delay showed that the average delay per delayed flight (ADD) decreased by 2 minute to 26 minutes. The percentage of delayed flights (>=5 minutes) fell to 45% when compared August 2015. In comparison to July the delay situation in August 2016 improved with no industrial action being observed, this improvement also came in conjunction with an increase of 2.2% in the number of flights per day. Airlines in turn saw reductions in reactionary and airline related delays, however these causes remained high contributors to airline delay performance with 73% share of the average delay per flight experienced by airlines. Brest ACC recorded en-route ATFM delays during the month, alongside Maastricht UAC and Barcelona ACC. Aerodrome capacity ATFM delays continued at Istanbul Sabiha Gökçen with Istanbul Ataturk, Paris Orly, Amsterdam Schiphol and Zurich airports also suffering ATFM arrival delays. A security alert at Frankfurt airport on 31 August generated delays and resulted in over 100 flights being cancelled. Paris Orly conducted runway works with high delays being experienced, Brussels airport also closed a runway during August for runway resurfacing with low levels of additional delay. September 2016. Data from airlines describing all-causes delay showed that the average delay per delayed flight (ADD) was 25 minutes compared to 26 in September 2015. The percentage of delayed flights (>=5 minutes) remained stable at 42%. Analysing the average delay per flight, airline and reactionary delays fell however ATFM en-route delay increased. Friday 9 September saw the highest number of daily flights in ESRA08 with 34.010 flights recorded. The French ATC industrial action between 14 and 15 September generated airport and en-route ATFM delays. The most affected airports were Marseille and Paris Orly. NM estimated there were 900 fewer flights during the action. An emergency landing at London Heathrow on 9 September and a frequency failure in Brussels ACC on 15 September generated ATFM delays at these airports. Seasonal weather affected Maastricht, Karlsruhe, Marseille, Bordeaux, Barcelona and Scottish ACCs; thunderstorms, heavy rain and/or low visibility impacted London Heathrow, Palma de Mallorca and to a lesser extent, Istanbul Sabiha Gökçen, Istanbul Ataturk, London Gatwick, Barcelona and Zürich airports. Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 5

October 2016. Operational data from airlines describing all-causes delay showed that the average delay per delayed flight (ADD) was 25 minutes and the percentage of delayed flights (>=5 minutes) at 42%, an increase of 2 minutes and 4 percentage points when compared to the same month in 2015. Analysing the average delay per flight, airline and reactionary delays fell however ATFM enroute as well as ATFM weather delay increased, however the average delay per flight remained at a low level in a month with record highs of traffic. Seasonal weather affected Maastricht, Marseille and Barcelona ACCs; heavy rain and/or low visibility impacted London Heathrow, London Gatwick, Amsterdam, Zurich, Barcelona, Paris Charles de Gaulle, Paris Orly and Brussels airports. Bucharest Henri Coanda airport suffered from airport delays due to on-going runway maintenance. November 2016. Airline provided data describing all-causes delay showed that the average delay per delayed flight (ADD) was 24 minutes, a decrease of 2 minutes. The percentage of delayed flights (>=5 minutes) was 38%, an increase 3 percentage points when compared to the same month in 2015. Analysing the average delay per flight, the share of airline related delay increased to 2.8 minutes, reactionary delays fell from 3.7 minutes to 3.4 minutes per flight. However the average delay per flight remained at a low level in a month with record highs of traffic. Aerodrome capacity issues at Istanbul Sabiha Gökçen were observed during the month, however Istanbul Ataturk saw fewer ATFM delays. Seasonal weather affected Canarias ACC, heavy rain and/or low visibility impacted London Heathrow, London City, Amsterdam Schiphol, Stockholm Arlanda, Zurich, Brussels, Barcelona and Oslo airports. Bucharest Henri Coanda airport continued to suffer from delays due to on-going runway maintenance. December 2016. All-causes delay showed that the average delay per delayed flight (ADD) was 32 minutes, an increase of 5 minutes following a month where weather affected operations. The percentage of delayed flights (>=5 minutes) was 47%, an increase of 8 percentage points when compared to the same month in 2015. Seasonal weather impacted several airports throughout December, especially Amsterdam Schiphol, Madrid Barajas, London Heathrow and London Gatwick. Istanbul Sabiha Gökçen airport continues to generate delays due to airport capacity, Istanbul Ataturk also suffered from airport capacity delays however to a lesser extent. Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 6

5 Average Delay per Delayed Flight (Departure) The percentage of flights delayed on departure (>=5 minutes) continued to increase over the last 5 years reaching 43% in 2016. Regarding the average delay per flight in Figure 6, the higher delays during summer can be observed. Putting these twelve months together the average delay per delayed (ADD) flight was 27.1 minutes, an increase of 1 minute and the highest ADD level observed in the last 5 years. Figure 6. Average Delay per Flight (All-Causes) for Departures Figure 7. Average Delay per Delayed Flight (All-Causes) for Departures Figure 8. Percentage of Delayed Flights (All-Causes) for Departures Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 7

6 Average Delay per Delayed Flight (Arrival) The average delay per delayed flight on arrival from all-causes was 29.1 minutes per flight in 2016 an increase of 1 minute compared to 2015. The percentage of delayed arrivals also increased, this by 1 percentage point to 38% in comparison to 2015, this was also the highest observed in the last 5 years. However the use of schedule buffering can be observed with the difference between the percentage of delayed arrivals and delayed departures of 5 percentage points. Figure 9. Average Delay per Flight (All-Causes) for Arrivals Figure 10. Average Delay per delayed Flight (All-Causes) for Arrivals Figure 11. Percentage of Delayed Flight (All-Causes) for Arrivals Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 8

7 NM Versus Aircraft Operator Experience of Delay Figure 12. Breakdown of Average Delay per Flight 2016 vs. 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 70% of commercial flights in the ECAC region for 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 0.8 minutes per flight, this was the slightly below the NM recorded average en-route ATFM delay per flight for the year of 0.9 minutes per flight. As reported by the airlines, primary delays (e.g. passenger and ramp handling delays) counted for 55% (6.2 min/flt) of which (0.8 min/flt) was attributed to en-route ATFCM restrictions, with reactionary delays representing the remaining share of 45% of (5.1 min/flt), resulting in an average departure delay per flight of 11.3 minutes per flight as reported in previous sections. Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 9

8 Distribution of All Flights by Length of Delay (Punctuality) In 2016 overall departure punctuality levels fell, with 41% of flights departing within the 5 minute threshold before or after the scheduled departure time (STD) when compared to 2015. Flights delayed >30 minutes from all-causes increased by 1.1 percentage points during the quarter to 9.8%. Airline arrival punctuality reduced slightly by 1.56 percentage points with 80.5% of flights arriving within 15 minutes or earlier than their scheduled arrival time (STA), compared to 82.2% in 2015. Figure 13. All-Causes Departure and Arrival Punctuality 2015 vs. 2016 Flights arriving >15 minutes ahead of schedule fell by 0.2 percentage points to 9.3%. 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: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 10

Figure 14. Top 50* Airlines by Arrival On-Time Performance 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) Figure 15. Top 50* Airlines by Arrival On-Time Performance 2015 During the quarter fewer airlines were able to maintain 15 minute arrival punctuality above 85%. A total of 12 airlines saw more than 85% of their flights arrive within 15 minutes of the scheduled time of arrival vs. 22 airlines in 2015. Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 11

9 CODA Operational Flight Cancellation Analysis These results are based on operational cancellation data supplied by 30 European coordinated airports reporting to CODA under EC Regulation N 390/2013. Albeit based on data supplied by a restricted list (see the conditions below) of major European airports, these results already give a good indication of trends and effects of Network events like industrial actions or extreme weather. The IFR flight coverage at the individual airports included in this analysis reaches 100%. Those airports currently unable to report operational cancellations in the required data format or those not meeting all of the criteria for operational cancellations were excluded from the analysis. According to Annex IV of EC Regulation N 390/2013 an Operational Cancellation means an arrival or departure scheduled flight to which the following conditions apply: The flight received an airport slot, and The flight was confirmed by the air carrier the day before operations and/or it was contained in the daily list of flight schedules produced by the airport operator the day before of operations, but The actual landing or take-off never occurred. Therefore this section of the CODA Digest reports on monthly and daily shares of operational cancellations of the total planned flights at day -1. Like delays, operational cancellations provide an insight into the impact of network events and associated disruption; e.g. industrial action or extreme weather events. Figure 16. Monthly Rate of Operational Cancellations 2015 2016 Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 12

Figure 17. Average Daily Cancellation 2015 2016 Figure 16 shows the monthly rate of operational cancellations and Figure 17 provides the detail of cancellations by day from January 2015 to the end of December 2016. It should be noted that initial cancellations count as operational cancellations under the terms of the regulation. ATC industrial action occurred in France on the 26th January, with a peak in cancellations being observed of 4%. March saw higher cancellations following a terrorism incident at 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 operational cancellations of 5.6% being observed. ATC industrial actions occurred in Italy and France on 9 and 27, 28, 29 April respectively. Industrial action by ground personnel in Germany on 27 April resulted in approximately 1,300 flights not operating at several German airports. In May there was further ATC industrial action in France generated airport ATFM delay and high en-route ATFM delay on the 19 and 26 May. June saw the most disruption from French ATC industrial action with the 02, 12, 13, 14, 22, 23, 27, 28 June seeing peaks in operational cancellations. There was ATC industrial action in Italy on 16 & 17 June as well as action by pilots of Air France and SAS between the 11 & 14 June and 10 & 14 June respectively. French ATC industrial action occurred on 4 and 6 July. There was also industrial action by Alitalia pilots and cabin crew on the 5 July which saw 140 flight cancellations. Air France pilots also conducted strike action on 27 July. A security alert at Frankfurt airport on the 31 August saw over 100 flights cancelled. In September French ATC industrial action occurred on 14 and 15 of the month. However the overall the daily rates of cancellation remained low for the quarter. Towards the end of the year November saw a peak in cancellations following a strike by Lufthansa between 23 and 30 November. Further historical details regarding operational cancellations and delays in 2014 and 2015 can be found in the CODA Annual Digest 2015. Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 13

10 CODA Scheduling Indicators Scheduling correctly is a difficult art: if too long a time is blocked for a flight, the airline will not be able to make best use of resources - staff, airframes, infrastructure. But too short a time can arguably be worse as late flights generate rotational delay with late incoming aircraft and passengers from previous flights having to be accommodated. When flights leave on time but arrive after the scheduled time of arrival they cause reactionary delays. Schedule padding is essential for air carriers in order to find schedules which work with the typical patterns of delay, so that they can deliver passengers on time, and get maximum use out of their aircraft. Consequently when delays decrease it takes one or two (IATA) seasons for the airline to adapt its schedule accordingly. The Performance Review Report 2016 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 2016 was -3.9 minutes, this was an increase of 0.1 minutes schedule buffering per flight when compared to 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 2016 was 28%, this stable when compared to 2015 where the BTO was also 28%, indicating a similar number of flights had an actual block time exceeding their scheduled block time during the year. Figure 18. Block Time Overshoot (BTO) and Delay Difference Indicator - Flight (DDI-F) 2016 Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 14

11 CODA Reactionary Delay Analysis In 2016 the share of reactionary delay (IATA delay codes 91-96) was 45% of delay minutes contributing 5.1 minutes per flight. Reactionary delays are generated as a result of an aircraft s late arrival from a previous flight which in turn affects the punctuality of its next flight with the same aircraft, as well as potentially delaying connecting passengers. See IATA Standard Delay Codes section for an overview of the IATA reactionary delay codes. Subsequently there are two types of reactionary delays: firstly as a result of the same aircraft being delayed on its next flight (rotational delay) and secondly when another aircraft is delayed as a result of another aircraft typically through passengers, crew and load connection (non-rotational delays). This section concentrates on IATA delay code 93 rotational delays, as these have a significant share of overall reactionary delays (approximately 90%) and the largest effect on network performance and passenger experience. In Figure 19 analysis shows that the median number of scheduled flights per sequence for an aircraft in 2016 was 4. The changes to the IATA seasons can be observed in the graph where the median fell to 3 in November then falling to 2 in February, 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. The percentage share of rotational delay (IATA delay code 93 only) in 2016 was 41%, an increase of 1 percentage point in comparison to 2015. Figure 19. Median Scheduled Flight Sequence Depth and Share of Reactionary Departure Delay on Intra European Flights: 2016. Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 15

12 Average Departure Delay per Flight by Hour Figure 20. Breakdown of the Average Departure Delay per Flight by Hour of the Day 2016 (top) vs. 2015 (bottom) During the first rotation hours (between 0300 and 0900 UTC) Figure 20 shows a higher share of en route ATFM related delay when compared to 2015 with its share above 10% during the first rotation phase at 0600 UTC. This in turn has pushed reactionary delay minutes to over 60% share by the end of the operational day (2100UTC). Figure 20 also illustrates the relative stability of airline delay share during the day. Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 16

13 Average Delay per Delayed Flight vs Percentage of Delayed Flights Figure 21. ADD vs. PDF on Departure The percentage of flights delayed on departure (>=5 minutes) increased to 43%. Regarding the average delay per flight in Figure 21, the higher delays during summer can be observed. Putting these twelve months together the average delay per delayed (ADD) flight was 27.1 minutes, an increase of 1 minute and the highest ADD level observed in the last 5 years. The poorer delay performance seen in June and July 2016 can be observed in both figure 21 and 22. Figure 22. ADD vs. PDF on Arrival The average delay per delayed flight on arrival from all-causes was 29.1 minutes per flight in 2016 an increase of 1 minute compared to 2015. The percentage of delayed arrivals also increased, this by 1 percentage point to 38% in comparison to 2015, this was also the highest observed in the last 5 years. Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 17

14 Top 20 Delay Affected Departure Airports Figure 23. All-Causes Delay. Top 20 Affected Departure Airports 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 LONDON/GATWICK EGKK 19.2 22% 32.5 59.2% 2 LONDON/LUTON EGGW 18.6 32% 31.5 59.2% 3 MALAGA LEMG 16.3 31% 31.2 52.1% 4 BARCELONA LEBL 15.6 41% 31.6 49.5% 5 PALMA DE MALLORCA LEPA 15.3 26% 31.3 49.0% 6 ALICANTE LEAL 15.2. 30.6 49.7% 7 ROME FIUMICINO LIRF 14.6-24% 25.0 58.5% 8 TEL AVIV/BEN GURION LLBG 14.5. 30.1 48.3% 9 MANCHESTER EGCC 13.7 2% 28.0 48.9% 10 PARIS CH DE GAULLE LFPG 13.6 20% 26.1 52.0% 11 KOELN-BONN EDDK 13.4 27% 28.7 46.6% 12 BRUSSELS NATIONAL EBBR 13.2 13% 25.3 52.3% 13 VENEZIA TESSERA LIPZ 13.2 1% 30.6 43.1% 14 LISBOA LPPT 13.2 17% 26.9 49.0% 15 PORTO LPPR 13.1 17% 28.9 45.5% 16 MILANO MALPENSA LIMC 13.0 11% 31.8 40.7% 17 EDINBURGH EGPH 12.8 26% 29.7 42.9% 18 PRAHA RUZYNE LKPR 12.7 43% 28.7 44.3% 19 LONDON/STANSTED EGSS 12.7 28% 23.9 53.1% 20 BIRMINGHAM EGBB 12.4 15% 28.0 44.3% Flights departing from London Gatwick saw an average delay per departure of 19.2 minutes with flights suffering predominantly from airline and reactionary delays as well as ATC industrial action and en-route delays in France. Flights at London Luton suffered from airline and en-route ATFM delay affecting airlines. Airlines operating from Spanish airports also recorded reactionary delays predominantly from flights being affected by airline delays as well as industrial action. The effect of weather delay on London Heathrow can also be observed in figure 24. Figure 24. Main Delay Causes at the Top 10 Affected Departure Airports Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 18

15 Top 20 Delay Affected Arrival Airports Figure 25. All-Causes Delay. Top 20 Affected Arrival Airports 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 21.1 1% 33.9 62.2% 2 LONDON/GATWICK EGKK 20.2 22% 40.5 49.8% 3 TEL AVIV/BEN GURION LLBG 19.4 49% 32.2 60.3% 4 BARCELONA LEBL 16.9 42% 36.2 46.6% 5 ALICANTE LEAL 16.4 76% 40.8 40.3% 6 LONDON/LUTON EGGW 16.3 29% 35.2 46.4% 7 MALAGA LEMG 13.5 34% 30.9 43.8% 8 PORTO LPPR 13.3 21% 30.5 43.8% 9 MANCHESTER EGCC 12.9 8% 32.2 40.1% 10 LONDON/HEATHROW EGLL 12.7-3% 32.2 39.6% 11 LISBON LPPT 12.7 13% 29.2 43.4% 12 LONDON/STANSTED EGSS 12.6 25% 33.9 37.1% 13 MILAN MALPENSA LIMC 12.3 12% 33.4 36.9% 14 EDINBURGH EGPH 12.3 25% 30.2 40.6% 15 PALMA DE MALLORCA LEPA 12.2 23% 30.7 39.8% 16 COLOGNE-BONN EDDK 11.9 19% 32.2 37.1% 17 BRUSSELS NATIONAL EBBR 11.7 6% 28.2 41.4% 18 PRAGUE RUZYNE LKPR 11.6 43% 29.0 40.0% 19 MADRID BARAJAS LEMD 11.5 20% 28.2 40.9% 20 ISTANBUL-ATATURK LTBA 11.3-40% 30.2 37.6% The arrival delay situation in Istanbul can be seen in Figure 25, with Istanbul Sabiha Gökçen airport experiencing airport capacity and high reactionary delays, however the airport did experience a stabilisation in delay compared to 2015. In contrast, Istanbul Ataturk saw a decrease in delay and fell to 20 th position. Flights arriving in Tel Aviv were affected by airport capacity related delay. Arrivals at London Gatwick mainly suffered from reactionary delays from the ATC industrial action and en-route delays in France. Figure 26. Main Delay Causes at the Top 10 Affected Arrival Airports Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 19

16 Top 20 Delay Affected City Pairs Figure 27. All-Causes Delay Situation for the 20 Most Delayed Airport Pairs 2016 Rank Departure Airport Arrival Airport Average Delay Per Departure Change since Previous Period Average Delay Per Delayed Departure Percentage Delayed Departures 1 MALAGA LONDON/GATWICK 27.9 38% 42.2 66.0% 2 NICE LONDON/GATWICK 27.2 16% 40.4 67.3% 3 PARIS ORLY BARCELONA 26.0 97% 43.9 59.3% 4 LONDON/GATWICK MADRID BARAJAS 24.2 21% 36.7 66.1% 5 LONDON/GATWICK BARCELONA 24.1 22% 38.6 62.4% 6 IBIZA BARCELONA 24.1 56% 41.7 57.7% 7 ROME FIUMICINO LONDON/GATWICK 23.6-11% 34.5 68.4% 8 GENEVA LONDON/GATWICK 23.1 24% 38.3 60.4% 9 BARCELONA LONDON/GATWICK 22.9 30% 40.7 56.3% 10 SCHIPHOL AMSTERDAM LONDON/GATWICK 22.5 19% 37.0 60.8% 11 ISTANBUL-ATATURK GAZIANTEP 21.6 50% 56.8 38.0% 12 PALMA DE MALLORCA DUSSELDORF 21.2 20% 30.6 69.3% 13 VENICE TESSERA LONDON/GATWICK 20.9 17% 42.3 49.4% 14 MADRID BARAJAS LONDON/GATWICK 20.3 5% 35.1 58.0% 15 LONDON/GATWICK GENEVA 20.3 11% 31.8 63.9% 16 PALMA DE MALLORCA COLOGNE-BONN 20.1 36% 38.7 51.9% 17 PARIS CH DE GAULLE ISTANBUL-ATATURK 19.9-1% 26.8 74.5% 18 LONDON/GATWICK MALAGA 19.8 25% 31.4 63.0% 19 ROME FIUMICINO BARCELONA 19.8-20% 30.8 64.2% 20 PARIS CH DE GAULLE BARCELONA 19.5 81% 31.2 62.4% Fights operating into Gatwick experienced reactionary delays from earlier flights experiencing delays as a result of ERATO and French ATC industrial actions and ERATO implementation in Brest ACC. Further analysis of the Top 20 delayed city pairs show that flights between Malaga and Barcelona ranked number 1, with this pair seeing increases in delay following the ATC industrial action in France. It was a similar story for other airport pairs on this axis during 2016. Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 20

17 Year on Year Trends in All-Causes Indicators This section summarises the year-on-year trends in the main indicators of delay from all-causes. A flight is considered delayed from 5 minutes. This is based on CODA data covering 70% of commercial flights in the ECAC region in 2016. Figure 28 Average all-causes delay/delayed flight (departures top, arrivals bottom) Figure 29. Percentage of flights delayed for all-causes delay (departures top, arrivals bottom) Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 21

Figure 30. Percentage of flights delayed >15mins for all-causes (departures top, arrivals bottom) Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 22

Primary Delay Causes Network Manager 18 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: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 23

19 Correlation between IATA Delay Codes and the NM Regulation Codes Note: updated version published in the ATFCM Users Manual 20.1.1 1 1 http://www.eurocontrol.int/sites/default/files/content/documents/nm/network-operations/handbook/atfcm-usersmanual-current.pdf Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 24

20 Standard IATA Delay Codes (AHM 731) Others 00-05 AIRLINE INTERNAL CODES 06 (OA) NO GATE/STAND AVAILABILITY DUE TO OWN AIRLINE ACTIVITY Including Early Arrivals 09 (SG) SCHEDULED GROUND TIME LESS THAN DECLARED MINIMUM GROUND TIME Passenger and Baggage 11 (PD) LATE CHECK-IN, acceptance after deadline 12 (PL) LATE CHECK-IN, congestions in check-in area 13 (PE) CHECK-IN ERROR, passenger and baggage 14 (PO) OVERSALES, booking errors 15 (PH) BOARDING, discrepancies and paging, missing checked-in passenger 16 (PS) COMMERCIAL PUBLICITY/PASSENGER CONVENIENCE, VIP, press, ground meals and missing personal items 17 (PC) CATERING ORDER, late or incorrect order given to supplier 18 (PB) BAGGAGE PROCESSING, sorting etc. 19 (PW) REDUCED MOBILITY, boarding / deboarding of passengers with reduced mobility. Cargo and Mail 21 (CD) DOCUMENTATION, errors etc. 22 (CP) LATE POSITIONING 23 (CC) LATE ACCEPTANCE 24 (CI) INADEQUATE PACKING 25 (CO) OVERSALES, booking errors 26 (CU) LATE PREPARATION IN WAREHOUSE 27 (CE) DOCUMENTATION, PACKING etc (Mail Only) 28 (CL) LATE POSITIONING (Mail Only) 29 (CA) LATE ACCEPTANCE (Mail Only) Aircraft and Ramp Handling 31 (GD) AIRCRAFT DOCUMENTATION LATE/INACCURATE, weight and balance, general declaration, pax manifest, etc. 32 (GL) LOADING/UNLOADING, bulky, special load, cabin load, lack of loading staff 33 (GE) LOADING EQUIPMENT, lack of or breakdown, e.g. container pallet loader, lack of staff 34 (GS) SERVICING EQUIPMENT, lack of or breakdown, lack of staff, e.g. steps 35 (GC) AIRCRAFT CLEANING 36 (GF) FUELLING/DEFUELLING, fuel supplier 37 (GB) CATERING, late delivery or loading 38 (GU) ULD, lack of or serviceability 39 (GT) TECHNICAL EQUIPMENT, lack of or breakdown, lack of staff, e.g. pushback Technical and Aircraft Equipment 41 (TD) AIRCRAFT DEFECTS. 42 (TM) SCHEDULED MAINTENANCE, late release. 43 (TN) NON-SCHEDULED MAINTENANCE, special checks and/or additional works beyond normal maintenance schedule. 44 (TS) SPARES AND MAINTENANCE EQUIPMENT, lack of or breakdown. 45 (TA) AOG SPARES, to be carried to another station. 46 (TC) AIRCRAFT CHANGE, for technical reasons. 47 (TL) STAND-BY AIRCRAFT, lack of planned stand-by aircraft for technical reasons. 48 (TV) SCHEDULED CABIN CONFIGURATION/VERSION ADJUSTMENTS. Damage to Aircraft & EDP/Automated Equipment Failure 51 (DF) DAMAGE DURING FLIGHT OPERATIONS, bird or lightning strike, turbulence, heavy or overweight landing, collision during taxiing 52 (DG) DAMAGE DURING GROUND OPERATIONS, collisions (other than during taxiing), loading/offloading damage, contamination, towing, extreme weather conditions 55 (ED) DEPARTURE CONTROL 56 (EC) CARGO PREPARATION/DOCUMENTATION 57 (EF) FLIGHT PLANS 58 (EO) OTHER AUTOMATED SYSTEM Flight Operations and Crewing 61 (FP) FLIGHT PLAN, late completion or change of, flight documentation 62 (FF) OPERATIONAL REQUIREMENTS, fuel, load alteration Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 25

63 (FT) LATE CREW BOARDING OR DEPARTURE PROCEDURES, other than connection and standby (flight deck or entire crew) 64 (FS) FLIGHT DECK CREW SHORTAGE, sickness, awaiting standby, flight time limitations, crew meals, valid visa, health documents, etc. 65 (FR) FLIGHT DECK CREW SPECIAL REQUEST, not within operational requirements 66 (FL) LATE CABIN CREW BOARDING OR DEPARTURE PROCEDURES, other than connection and standby 67 (FC) CABIN CREW SHORTAGE, sickness, awaiting standby, flight time limitations, crew meals, valid visa, health documents, etc. 68 (FA) CABIN CREW ERROR OR SPECIAL REQUEST, not within operational requirements 69 (FB) CAPTAIN REQUEST FOR SECURITY CHECK, extraordinary Weather 71 (WO) DEPARTURE STATION 72 (WT) DESTINATION STATION 73 (WR) EN ROUTE OR ALTERNATE 75 (WI) DE-ICING OF AIRCRAFT, removal of ice and/or snow, frost prevention excluding unserviceability of equipment 76 (WS) REMOVAL OF SNOW, ICE, WATER AND SAND FROM AIRPORT 77 (WG) GROUND HANDLING IMPAIRED BY ADVERSE WEATHER CONDITIONS Air Traffic Flow Management Restrictions 81 (AT) ATFM due to ATC EN-ROUTE DEMAND/CAPACITY, standard demand/capacity problems 82 (AX) ATFM due to ATC STAFF/EQUIPMENT EN-ROUTE, reduced capacity caused by industrial action or staff shortage, equipment failure, military exercise or extraordinary demand due to capacity reduction in neighbouring area 83 (AE) ATFM due to RESTRICTION AT DESTINATION AIRPORT, airport and/or runway closed due to obstruction, industrial action, staff shortage, political unrest, noise abatement, night curfew, special flights 84 (AW) ATFM due to WEATHER AT DESTINATION Airport and Government Authorities 85 (AS) MANDATORY SECURITY 86 (AG) IMMIGRATION, CUSTOMS, HEALTH 87 (AF) AIRPORT FACILITIES, parking stands, ramp congestion, lighting, buildings, gate limitations, etc. 88 (AD) RESTRICTIONS AT AIRPORT OF DESTINATION, airport and/or runway closed due to obstruction, industrial action, staff shortage, political unrest, noise abatement, night curfew, special flights 89 (AM) RESTRICTIONS AT AIRPORT OF DEPARTURE WITH OR WITHOUT ATFM RESTRICTIONS, including Air Traffic Services, start-up and pushback, airport and/or runway closed due to obstruction or weather 2, industrial action, staff shortage, political unrest, noise abatement, night curfew, special flights Reactionary 91 (RL) LOAD CONNECTION, awaiting load from another flight 92 (RT) THROUGH CHECK-IN ERROR, passenger and baggage 93 (RA) AIRCRAFT ROTATION, late arrival of aircraft from another flight or previous sector 94 (RS) CABIN CREW ROTATION, awaiting cabin crew from another flight 95 (RC) CREW ROTATION, awaiting crew from another flight (flight deck or entire crew) 96 (RO) OPERATIONS CONTROL, re-routing, diversion, consolidation, aircraft change for reasons other than technical Miscellaneous 97 (MI) INDUSTRIAL ACTION WITH OWN AIRLINE 98 (MO) INDUSTRIAL ACTION OUTSIDE OWN AIRLINE, excluding ATS 99 (MX) OTHER REASON, not matching any code above SOURCE: IATA Airport Handling Manual (730 & 731) 2 Restriction due to weather in case of ATFM regulation only, else refer to code 71 (WO) Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 26

21 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 ROUTEING Y HIGH DEMAND OR CAPACITY X ENVIRONMENTAL W WEATHER G OTHER 82 (AX) ATFM DUE TO ATC STAFF/EQUIPMENT EN-ROUTE, reduced capacity caused by industrial action or shortage or equipment failure, extraordinary demand due to capacity reduction in neighbouring area Z INDUSTRIAL ACTION Y EQUIPMENT FAILURE X STAFF SHORTAGE W MILITARY ACTIVITY V SPECIAL EVENT 83 (AE) ATFM DUE TO RESTRICTION AT DESTINATION AIRPORT, airport and/or runway closed due to obstruction, industrial action, staff shortage, political unrest, noise abatement, night curfew, special flights Z HIGH DEMAND / ATC CAPACITY Y INDUSTRIAL ACTION X EQUIPMENT FAILURE W STAFF SHORTAGE V ACCIDENT / INCIDENT U MILITARY ACTIVITY T SPECIAL EVENT S NOISE ABATEMENT/NIGHT CURFEW P HIGH DEMAND/AIRPORT FACILTIES 85 (AS) MANDATORY SECURITY Z MANDATORY SECURITY CHECK Y SECURITY CONTROL CHECKPOINTS X BAGGAGE/AVI SECURITY W BAGGAGE IDENTIFICATION/UNLOADING/INTENDED V AIRPORT/TERMINAL SECURITY U AIRLINE/AIRCRAFT SECURITY CHECK T EXTRAORDINARY SECURITY EVENTS G OTHER 86 (AG) IMMIGRATION, CUSTOMS, HEALTH Z IMMIGRATION/EMMIGRATION Y CUSTOMS X HEALTH G OTHER 87 (AF) AIRPORT FACILITIES, parking stands, ramp congestion, lighting, buildings, gate limitations, etc. Z PARKING STANDS LIMITATION/NO PARKING STANDS AVAILABLE, EXCLUDING EARLY ARRIVALS Y RAMP CONGESTION, ABNORMAL STAND ACCESS LIMITATION (NON-ATC) X BUILDINGS W GATE LIMITATION / NO GATE AVAILABLE EXCLUDING EARLY ARRIVALS V BAGGAGE SORTING SYSTEM DOWN / SLOW U NO PUSH BACK CLEARANCE DUE TO INFRASTRUCTURE (NON-ATC) T JET BRIDGE INOPERATIVE S LACK OF CHECK IN COUNTERS R AIRFIELD ELECTRICAL SYSTEM FAILURE P PASSENGER TRANSPORT SYSTEM FAILURE N PUBLIC ADDRESS/FLIGHT INFORMATION DISPLAY SYSTEM FAILURE M INSUFFICIENT FIRE COVER J LATE POSITIONING OF AIRCRAFT (WHEN RESPONSIBILITY OF AIRPORT) I SERVICE ROAD RESTRICTION H LATE ARRIVAL OR LACK OF FOLLOW ME VEHICLE G ANY OF THE ABOVE AT THE DESTINATION AIRPORT Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 27

89 (AM) RESTRICTIONS AT AIRPORT OF DEPARTURE WITH OR WITHOUT ATFM RESTRICTIONS, including Air Traffic Services, start-up and pushback, airport and/or runway closed due to obstruction or weather. Z ATC CAPACITY Y ATC INDUSTRIAL ACTION X ATC STAFFING W ATC EQUIPMENT V ATC ACCIDENT/INCIDENT U MILITARY ACTIVITY/SPECIAL FLIGHTS/VIP T ATC SPECIAL EVENT S ATC WEATHER O ENVIRONMENTAL BENEFIT, DELAYED START-UP/PUSHBACK DUE TO USE OF REDUCED STANDARD TAXI TIMES R ATC RESTRICTIONS DUE TO CURFEW P ATC POLITICAL UNREST N ATC ENVIRONMENTAL M AIRPORT CLOSURE L RUNWAY CLOSURE K MISCELLANEOUS START-UP DELAY (LOCAL ATC) J LOST FLIGHT PLAN BY ATC I LATE PUSHBACK GIVEN DUE TO OTHER REASONS THAN INFRASTRUCTURE H CONSTRUCTION WORK/MAINTENENCE G OTHER 93 (RA) AIRCRAFT ROTATION, late arrival of aircraft from another flight Z LATE ARRIVAL DUE DEPARTURE DELAY AT PREVIOUS STATION Y LATE ARRIVAL DUE ENROUTE DELAY X LATE ARRIVAL DUE DELAY AFTER LANDING W LATE ARRIVAL DUE TO HIGH DEMAND FOR DESTINATION STATION V LATE ARRIVAL DUE TO WEATHER AT DESTINATION U LATE ARRIVAL DUE TO TECHNICAL REASONS Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 28

Canary Islands Network Manager 22 CODA Coverage of Commercial Flights in ECAC Region 2016 Edition Validity Date: 07/04/2017 Edition: CDA_2017_005 Status: Released Issue 29