DIGEST DRAFT Q22014 CW QC - Eurocontrol · of the total planned flights at day -1. Like delays,...

CODA Digest

All-Causes Delay and Cancellations to Air Transport in Europe – Quarter 2 2014

FOREWORD

This report gives an overview of the delay situation in the European Civil Aviation Conference Area. This report has been prepared by the Central Office for Delay Analysis (CODA), a service of EUROCONTROL. It is based on the EUROCONTROL CODA database which contains delay data provided directly by airlines. The analysis of operational cancellations is based on airport provided data under Commission Regulation N° 691/2010 further information is available on the CODA portal at http://www.eurocontrol.int/articles/ir691-data-collection-process.

The report consists of an overview of the reporting period, a summary of the main delay effects, and a series of charts and graphics, which illustrate the main characteristics of the reporting period. A glossary of terms and abbreviations used throughout the report is given in Annex Glossary of Terms and Abbreviations.

Airline data from the CODA database contains real recorded delays provided to CODA by airlines and is based on the difference between scheduled time of departure and actual off block time.

ATFM delays reported by airlines may be lower than the NM calculated ATFM delays due to difference in methods: ATFM delays of NM are the (flight) planned “delays”; the airlines report the “actual” experienced ATFM delay on departure. For instance, a flight with an ATFM delay may also have a handling delay absorbed within the ATFM delay. For the airline, a part of this delay is the ATFM delay and the rest is the handling delay.

This report discusses delays from all-causes; for information regarding ATFCM delays see the complementary reports available at http://www.eurocontrol.int/articles/network-operations-monitoring-and-reporting

Table of Contents

1. Headlines and Monthly Events Overview................................................................................................................. 3 2. CODA Operational Flight Cancellation Analysis ..................................................................................................... 5 3. CODA Scheduling Indicators..................................................................................................................................... 7 4. CODA Reactionary Delay Analysis ........................................................................................................................... 8 5. Average Delay per Flight for Departures.................................................................................................................. 9 6. NM versus Aircraft Operator experience of Delay................................................................................................. 10 7. Average Delay per Flight by Hour ........................................................................................................................... 11 8. Average Delay per Delayed Flight >5 Minutes ....................................................................................................... 12 9. Distribution of All Flights by Length of Delay (Punctuality) ................................................................................. 13 10. Average Delay per Flight for Arrivals...................................................................................................................... 14 11. Top 20 Affected Departure Airports ........................................................................................................................ 16 12. Top 20 Affected Arrival Airports.............................................................................................................................. 17 13. Top 20 Most Delayed Airport Pairs ......................................................................................................................... 18 14. Year-on-Year Trends in All-Causes Delay Indicators ............................................................................................ 19 A. Glossary of Terms and Abbreviations.................................................................................................................... 20 B. CODA Delay Groupings............................................................................................................................................ 21 C. Correlation between IATA Codes and the NM Regulation Codes........................................................................ 22 D. Standard IATA Delay Codes (AHM730)................................................................................................................... 23 E. Standard IATA Delay Sub-Codes (AHM731)........................................................................................................... 25 F. CODA Coverage Of Commercial Flights in the ECAC Region Q2 2014............................................................... 26

© 2014 European Organisation for the Safety of Air Navigation (EUROCONTROL)

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Central Office for Delay Analysis EUROCONTROL 96 Rue de la Fusée B - 1130 Brussels

The Central Office for Delay Analysis (CODA) is ISO 9001:2008 certified. Tel: + 32-2 729 33 91 Fax : + 32-2 729 90 04 E-Mail : [email protected] Web Site: http://www.eurocontrol.int/coda

Date of publication of this issue: 04/09/2014

1. Headlines and Monthly Events Overview.

In the second quarter of 2014 (Q2 2014) data from airlines describing delays from all-causes (Figure 3) showed an average delay per flight (ADM) of 9.5 minutes. This was a 6% increase in comparison to 9 minutes per flight observed in Q2 2013. 38% of flights were delayed on departure (>=5 minutes) this was a decrease of 2.2 percentage points in comparison to that observed in Q2 2013. April 2014 recorded an average delay per delayed flight (ADD) of 24 minutes, this was an increase of 4% in comparison to April 2013. 35% of flights were delayed on departure (>=5 minutes), this was an increase of 3 percentage points when compared to the same month in 2013. An industrial action by Lufthansa and Germanwings between 2 and 4 April 2014 resulted in the cancellation an of estimated 3,800 flights mainly affecting Frankfurt and Munich airports. Seasonal weather conditions predominantly strong winds, low visibility and thunderstorms also affected London Heathrow, Amsterdam Schiphol, Frankfurt, Zurich and Barcelona airports. May 2014 the average delay per delayed flight (ADD) was 25 minutes, this was an increase of 1 minute when compared to May 2013 where the ADD was 24 minutes. 37% of flights were delayed on departure (>=5 minutes), this was an increase of 4 percentage points when compared to the same month in 2013. Industrial action in France on 14, 15 and 16 May 2014 particularly affected Paris Orly, Brest, Marseille, Lille and Bale Mulhouse airports. Strong winds, heavy rain and thunderstorms affected Zurich, London Heathrow, Amsterdam Schiphol, Frankfurt, Istanbul Ataturk, Paris Orly, Vienna, Munich and Brussels airports. En-route delays in Cyprus saw decreases in comparison to the higher levels observed in recent months. June 2014 data from airlines describing all-causes delay showed an average delay per delayed flight (ADD) of 27 minutes, this was a decrease of 1.9 minutes when compared to June 2013 where the ADD was 28.9 minutes. 43% of flights were delayed on departure (>=5 minutes), this was an increase of 1.4 percentage points when compared to the same month in 2013. Industrial action in France on 24, 25 and 26 June saw significant disruption to the network with approximately 3,000 flights being affected. There was also a smaller disruption experienced in Belgium on the 26 June. On 6 June, a medical emergency landing at London Heathrow caused delays for arriving traffic. Istanbul–Ataturk, Frankfurt and Zurich Airports were also affected by seasonal weather conditions mainly due to winds and thunderstorms

There were 1.6% more flights per day in the EUROCONTROL Statistical Reference Area (ESRA08) than in Q2 2013.

Figure 1. Total Departures per day in ESRA08

In Q2 2014 traffic increased: there were 1.6% more flights per day in the EUROCONTROL Statistical Reference Area (ESRA08) than in Q2 2013.

Figure 2. Long Departure Delay >60 minutes

In comparison to Q2 2013, the first quarter of 2014 saw small increases in the number of flights delayed by greater than 60 minutes for the month (April +0.1, May +0.4) and although at a high level, June saw a slight decrease of 0.2 points.

Digest - Delays to Air Transport in Europe Quarter 2 2014

EUROCONTROL 1 CODA

Figure 3. Primary Delay Causes Q2 2014 vs. Q2 2013

Q2 2014 saw an increase in the average delay per flight to 9.5 minutes for all-causes delay. Further analysis of the delay reasons shows that reactionary delays increased by 0.3 minutes to 4.3 minutes per fight. Airline-related delays increased these to 2.9 minutes per flight. All other main categories remained relatively stable when compared to Q2 2013.

Figure 4. Primary delay causes, Q2 2014 vs. Q2 2013

Airline Delay increased slightly from 2.8 minutes to 2.9 minutes per flight. ATFCM delays increased from 1.3 minutes to 1.4 minutes per flight in Q2 2014 where the other delays remained stable when compared to Q2 2013.

Figure 5. ATFCM Share of All-Causes Primary Delay.

The ATFCM share of all-causes delay (primary delay) minutes was 22.2%. This was a 1.7 percentage point increase when compared to Q2 2013. The en-route percentage share of the total primary delay minutes was 5.4% and a marginal increase in comparison to Q2 2013 where airport and en-route delays saw higher shares.


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2. CODA Operational Flight Cancellation Analysis

This is the second publication on operational cancellations which is based on data supplied by airports as per Annex IV of EC Regulation N° 691/2010. These preliminary results are based on operational cancellation data supplied by 30 of the 50 European coordinated airports reporting to CODA under EC Regulation N° 691/2010. Albeit based on data supplied by a restricted list (see the conditions below) of major European airports. These preliminary results already give a good indication on trends and effects of Network events like industrial actions or extreme weather. The IFR flight coverage at the individual airports included in this analysis reaches 100%. Those airports currently unable to report operational cancellations in the required data format or those not meeting all of the criteria for operational cancellations were excluded from the analysis. For the 2014 data going forward, the quality and completeness will improve.

According to Annex IV of EC Regulation N°691/2010 an ‘Operational cancellation’ means an arrival or departure scheduled flight to which the following conditions apply:

The flight received an airport slot, and

The flight was confirmed by the air carrier the day before operations and/or it was contained in the daily list of flight schedules produced by the airport operator the day before of operations, but

The actual landing or take-off never occurred.

This new 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 additional insight on the impact of network events and associated disruption; e.g. industrial actions or extreme weather events.

Figure 6. Monthly Share of Operational Cancellations 2013 & Q2 2014

Figure 7. Daily Share of Operational Cancellations 2013 & Q2 2014

The monthly share of operational cancellations in Q2-2014 remained stablewhen compared to Q2-2013. The monthly operational cancellation rate peaked at 2.2% in December 2013 when a telephone failure in the London ACC followed by fog a few days later resulted in a large number of cancelled flights.

Figure 7 shows the percentage share of cancellations by day of the week.Cancellation rates on Mondays and Tuesdays saw decreases in comparison to Q2 2013. Also of interest in this graphis the trend of less cancellations at weekends. With less flights scheduled during weekend days airlines may have additional spare fleet capacity and able be better able to make aircraft changes quickly and maintain the operational schedule.


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Figure 8. Average Daily Cancellation Rate 2013 & Q2 2014

Figure 8 provides the detail of cancellations by day from April 2013 to June 2014. London Heathrow airport experienced high delays in April 2013 due to strong winds, where Oslo, Amsterdam and Rome Airports suffered from fog and low visibility. Further analysis of the peaks seen on the graph show that in June 2013 a French ATC industrial action occurred. Airline industrial action in Germany in April caused the cancellation of an estimated 1,630 flights. In May 2013 London Heathrow, Zurich, Frankfurt, Düsseldorf, Vienna and Amsterdam airports experienced high winds and thunderstorms. Further peaks in December 2013 were as a result of the telephone failure in the London ACC followed by weather (mainly fog) in the following days. Looking at Q2 2014 in further detail, the airline strike at the start of April can be observed where the cancellation rate rose to 8%. In May French ATC industrial action generated peaks at 2%. The most notable peak in the quarter was during June where industrial action in France on the 24, 25 and 26 June pushed the cancellation rate up to 5%.


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3. CODA Scheduling Indicators

Scheduling correctly is a difficult art: if too long a time is blocked for a flight, the airline will not be able to make best use of resources - staff, airframes, infrastructure. But too short a time can arguably be worse as late flights generate rotational delay with late incoming aircraft and passengers from previous flights having to be accommodated. When flights leave on time but arrive after the scheduled time of arrival they cause reactionary delays. Schedule padding is essential for air carriers in order to find schedules which work with the typical patterns of delay, so that they can deliver passengers on time, and get maximum use out of their aircraft. Consequently when delays decrease it takes one or two (IATA) seasons for the airline to adapt its schedule accordingly. Two CODA scheduling indicators help airline schedulers determine the optimal schedule based on historical flight data: The Block Time Overshoot (BTO) or the percentage of flights with an actual block time which exceeds the scheduled block time. The European BTO in Q2 2014 was 29%, remaining stable in comparison to Q2 2013. 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 Q2 2014 was -3.2 minutes, this was a change of 0.3 minutes per flight when compared to the second quarter of 2013.

Figure 9. Block Time Overshoot (BTO) and Delay Difference Indicator - Flight (DDI-F) Q2 2014 vs. Q2 2013


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4. CODA Reactionary Delay Analysis

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 Annex 0 for an overview of the IATA reactionary delay codes. Subsequently there are two types of reactionary delays: firstly as a result of the same aircraft being delayed on its next flight (rotational delay) and secondly when another aircraft is delayed as a result of another aircraft typically through passengers, crew and load connection (non-rotational delays). Reactionary delays are particually important to an individual airline’s operational performance as an aircraft operating behind schedule may affect other flights of the airline as well as the overall European network. This section concentrates on IATA delay code 93 rotational delays, as these have a significant share of overall reactionary delays (approximately 90%) and the largest effect on network performance and passenger experience. Using enriched CODA data on intra-European flights we are able to match the aircraft registration to callsigns and link individual aircraft rotations by day. To build the sequence the aircraft are grouped by their individual registrations, then by their actual reported off block times. Following that, the arrival airport from one flight and the departure airport of the next leg is also matched. The sequence is ended when the scheduled ground time exceeds a pre-set limit dependent on the aircraft seat capacity. In this new section of the Digest we are currently analysing the depth of the scheduled flight sequence meaning the number of flights operated per sequence. Further to this analysis we will also analyse the share of rotational delay minutes and their contribution to the average delay per flight for all-causes. In Figure 10 analysis shows that the median number of scheduled flights per sequence for an aircraft is 4. However in the IATA winter season (November to March) the median fell to 3, as fewer flights may be scheduled during this period. The percentage share of rotational delay remained at 40% for the quarter.

Figure 10. Median Scheduled Flight Sequence Depth and Share of Reactionary Departure Delay on Intra European Flights April 2013 – June 2014


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5. Average Delay per Flight for Departures

In Q2 2014 the average delay per flight from all causes of delay (calculated as the difference between STD and AOBT) increased from 9.1 to 9.6 minutes per flight when compared to Q2 2013. The average delay per delayed flight (ADD) remained stable at 25 minutes. 38% of flights were delayed on departure (>=5 minutes) this was an increase of 2.2 points in comparison to that observed in Q2 2013.

Figure 11. Average delay per flight (All-Causes) for Departures

Figure 12. Average delay per flight (All-Causes) for Departures (STD vs. AOBT)

Figure 13. Percentage of Delayed Flights (All-Causes) for Departures


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6. NM versus Aircraft Operator experience of Delay

Figure 14. Breakdown of Average Delay per Flight (Network Manager vs. Aircraft Operator)

This section presents the air transport delay situation as seen from the airlines and passengers viewpoint (the difference between the scheduled time of departure and the actual time of departure from the gate). Data coverage is 70% of commercial flights in the ECAC region for Q2 2014. ATFM delays reported by airlines may be lower than the NM calculated ATFM delays due to difference in methods: ATFM delays of NM are the (flight) planned “delays” expressed as a restriction; the airlines report the “actual” experienced ATFM delay on departure. For instance, a flight with an ATFM restriction may also have a handling delay absorbed within the ATFM restriction. For the airline, a part of this delay is the ATFM delay and the rest is the handling delay. Further analysis of airline data shows that the average en-route ATFM delay from all-causes was 0.6 minutes per flight. This was slightly below the NM reported average en-route ATFM delay of 0.8 minutes per flight. According to airline reports, primary delays (eg. passenger and ramp handling delays) counted for 55% (5.2 min/flt) of which (0.6 min/flt) is attributed to en-route ATFM restrictions, with reactionary delays representing the remaining share of 45% share at (4.3 min/flt).


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7. Average Delay per Flight by Hour

Figure 15 . Breakdown of the Average Delay per Flight by Hour Of The Day Q2 2014 (top) vs. Q2 2013 (bottom)

During the first rotation phase Figure 15 shows the airline related delay share remaining around 40% between 0400 and 0700 UTC in Q2 2014 and around 34% until 1400 UTC. Weather delay share remained stable in comparison to Q2 2013. At the end of the operational day the reactionary delay peaked at 63%, whereas in Q2 2013 it remained just below 60%.


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8. Average Delay per Delayed Flight >5 Minutes

Figure 16. ADD vs. PDF on Departure

Figure 17. ADD vs. PDF on Arrival

The average delay per delayed flight (ADD) remained stable at 25 minutes. 38% of flights were delayed on departure (>=5 minutes) this was a increase of 3 points in comparison to that of Q2 2013. The higher delays observed in June can be seen in the above figures. Regarding arrivals, the average delay per delayed arrival in Q2 2014 was 26 minutes (27 minutes per flight in Q2 2013).


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9. Distribution of All Flights by Length of Delay (Punctuality)

In Q2 2014, 45% of flights departed within the 5 minute threshold before or after the scheduled departure time (STD); remaining stable when compared to Q2 2014. Flights delayed >30 minutes from all-causes increased slightly by 0.6 percentage points to 7.6%.

Figure 18. All-Causes Departure and Arrival Punctuality Q2 2014 vs. Q2 2013

In regard to arrival punctuality, 27% of flights arrived on time within the 5 minute threshold before or after the scheduled arrival time, with longer delays (those >30 minutes) increasing to 7.5% compared to 7% in Q2 2014. In a change to the trend seen throughout 2013, flights arriving >15 minutes ahead of schedule decreased from 10% to 8.6% following a deterioration in the delay situation for the quarter. However the effect of early arriving aircraft particually those >15 minutes ahead of STA can cause delays for example stand availability where the aircraft may have to wait for another aircraft to vacate its parking position.


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10. Average Delay per Flight for Arrivals

The average delay per flight on arrival from all causes remained stable at 9 minutes per flight in Q2 2014 with the percentage of delayed flights increasing by 1.7 percentage points to 35% in comparison to that of Q2 2013.

In Figure 22 out of the top 50 airlines by the number of flights (70% coverage of IFR flights, long haul and short haul operations included). 31 airlines saw more than 85% of their flights arrive within 15 minutes of the scheduled time of arrival vs. 30 airlines in Q2 2013.

Figure 19. Average delay per flight (All- Causes) for Arrivals

Figure 20. Average delay per flight (All-Causes) for Arrivals

Figure 21. Percentage of Delayed Flights (All-Causes) for Arrivals

Figure 22: *Top 50 Airlines by Arrival Punctuality Q2 2014

*The top 50 airlines reporting to CODA by number of flights. Arrival punctuality is calculated as the share of flights arriving within 15 minutes of the scheduled time (time of arrival at gate)


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11. Top 20 Affected Departure Airports

Figure 23. All-Causes Delay. Top 20 Affected Departure Airports Q2 2014

Analysis of the Top 20 Affected Airports on departure shows that Lisbon airport ranked the highest with an average delay per flight of 19.2 minutes in Q2 2014, following high shares of reactionary and airline delays that affected departing flights. Antalya saw higher shares of reactionary delay on departure. London Gatwick and Heathrow showed higher shares of airline delay.

Figure 24. Main delay causes at the top 10 affected departure airports

Rank Departure Airport ICAO Code Average delay per departure

(mins)

Average Delay per

Flight Percentage

Change

Average Delay per Delayed

Departure

Percentage of Delayed Departures

1 LISBOA LPPT 19.2 28% 34.6 55.6%

2 ANTALYA LTAI 14.9 34% 32.6 45.6%

3 LONDON/GATWICK EGKK 14.5 23% 28.2 51.6%

4 LONDON/LUTON EGGW 13.7 36% 28.0 49.0%

5 ROME FIUMICINO LIRF 13.5 -9% 24.7 54.9%

6 MILANO MALPENSA LIMC 12.9 14% 28.7 44.8%

7 VENEZIA TESSERA LIPZ 12.7 20% 29.5 42.9%

8 NICE LFMN 12.2 17% 27.4 44.5%

9 MANCHESTER EGCC 12.2 -4% 26.9 45.2%

10 LONDON/HEATHROW EGLL 12.1 8% 25.6 47.4%

11 ALICANTE LEAL 11.8 2% 30.4 38.9%

12 PORTO LPPR 11.7 21% 29.1 40.4%

13 BRUSSELS NATIONAL EBBR 11.7 27% 23.4 50.0%

14 PALMA DE MALLORCA LEPA 11.6 1% 30.8 37.5%

15 PARIS CH DE GAULLE LFPG 11.3 -4% 23.6 47.8%

16 PARIS ORLY LFPO 11.2 -10% 23.1 48.6%

17 CATANIA FONTANAROSSA LICC 11.2 -10% 29.9 37.5%

18 MALAGA LEMG 11.0 8% 30.1 36.5%

19 ISTANBUL-ATATURK LTBA 11.0 59% 19.6 56.0%

20 BIRMINGHAM EGBB 10.8 13% 25.8 42.0%


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12. Top 20 Affected Arrival Airports

Figure 25. All-Causes Delay. Top 20 Affected Arrival Airports Q2 2014

The Top 20 Affected Airports on arrival shows that Lisbon ranked the highest with an average delay per flight delay of 18.1 minutes, with reactionary delays affecting arriving flights, this being the main delay cause for the top 10 as shown in Figure 26. London Heathrow was also affected by weather delays.

Figure 26. Main delay causes at the top 10 affected arrival airports

Rank Arrival Airport ICAO Code Average delay per

Flight (mins)

Average Delay per

Flight Percentage

Change

Average Delay per

delayed arrival

Percentage of delayed

arrivals

1 LISBOA LPPT 18.1 28% 35.7 50.5%

2 LONDON/GATWICK EGKK 14.4 20% 36.9 39.2%

3 ANTALYA LTAI 14.1 29% 28.1 50.0%

4 ISTANBUL-ATATURK LTBA 13.6 52% 26.2 52.1%

5 LONDON/LUTON EGGW 12.6 37% 32.5 38.8%

6 LONDON/HEATHROW EGLL 12.5 -3% 31.6 39.5%

7 PORTO LPPR 12.4 24% 29.2 42.3%

8 MILANO MALPENSA LIMC 11.9 8% 32.0 37.1%

9 BARCELONA LEBL 11.9 17% 29.5 40.3%

10 BRUSSELS NATIONAL EBBR 11.8 32% 28.5 41.3%

11 MANCHESTER EGCC 11.0 -7% 31.3 35.3%

12 GLASGOW EGPF 10.9 11% 31.9 34.1%

13 NICE LFMN 10.8 9% 26.8 40.1%

14 LONDON/STANSTED EGSS 10.7 36% 28.5 37.7%

15 KOELN-BONN EDDK 10.4 23% 30.0 34.7%

16 ALICANTE LEAL 10.3 4% 28.5 36.2%

17 CATANIA FONTANAROSSA LICC 10.3 5% 28.7 35.9%

18 VENEZIA TESSERA LIPZ 10.2 15% 27.9 36.5%

19 PARIS ORLY LFPO 10.1 3% 26.0 38.7%

20 MALAGA LEMG 9.8 8% 27.2 36.1%


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13. Top 20 Most Delayed Airport Pairs

Figure 27. All-Causes Delay Situation for the 20 Most Delayed Airport Pairs Q2 2014

Rank Departure Airport Arrival Airport Average

Delay Per Departure

Change since

Previous Period

Average Delay Per Delayed Departure

Percentage Delayed Departures

1 LONDON/GATWICK BARCELONA 14.7 8% 25.9 56.8%

2 ROME FIUMICINO PALERMO PUNTA RAISI 11.6 -22% 22.6 51.0%

3 PARIS CH DE GAULLE LONDON/HEATHROW 11.1 -18% 25.0 44.2%

4 SCHIPHOL AMSTERDAM

LONDON/HEATHROW 11.0 16% 23.1 47.7%

5 NICE PARIS ORLY 10.7 37% 23.9 44.9%

6 PARIS CH DE GAULLE FRANKFURT MAIN 10.6 27% 24.9 42.6%

7 PARIS ORLY NICE 10.4 7% 22.7 45.8%

8 LONDON/HEATHROW MUENCHEN 2 10.2 26% 23.0 44.5%

9 BARCELONA LONDON/GATWICK 10.2 -16% 27.1 37.7%

10 LONDON/HEATHROW FRANKFURT MAIN 10.0 1% 21.0 47.9%

11 ZURICH LONDON/HEATHROW 10.0 -18% 21.8 45.9%

12 LONDON/HEATHROW ZURICH 10.0 -5% 19.4 51.4%

13 ANTALYA ISTANBUL-ATATURK 9.5 29% 23.0 41.5%

14 LISBOA MADRID BARAJAS 9.4 -9% 29.3 32.2%

15 ROME FIUMICINO CATANIA FONTANAROSSA

9.4 -42% 20.2 46.5%

16 LONDON/HEATHROW DUBLIN 9.3 1% 23.9 38.8%

17 LONDON/HEATHROW EDINBURGH 9.1 -16% 24.1 37.7%

18 LONDON/HEATHROW PARIS CH DE GAULLE 8.9 -8% 24.5 36.4%

19 FRANKFURT MAIN LONDON/HEATHROW 8.7 -6% 19.8 43.9%

20 ISTANBUL-ATATURK ANTALYA 8.6 51% 19.9 43.3%

London Gatwick ranks first on the city pair delay ranking, with 57% of delayed departures to Barcelona during the quarter. Although featuring in the Top 10 delay pairs, flights from Rome Fiumicino to Catania and Palermo saw 42% and 22% respective falls in delay during the quarter.


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14. Year-on-Year Trends in All-Causes Delay Indicators

This annex 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 the second quarter of 2014.

Figure 28. Average all-causes delay/delayed flight (departures left, arrivals right)

Figure 29. Percentage of flights delayed for all-causes delay (departures left, arrivals right)

Figure 30. Percentage of flights delayed >15mins for all-causes (departures left, arrivals right)


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A. Glossary of Terms and Abbreviations

Delay Parameter Abbreviations TTF Total Flights TRF Total Regulated Flights TDF Total Delayed Flights PRF Percentage of Regulated Flights PDF Percentage of Delayed Flights TDM Total Delay in Minutes ADM Average Delay per Movement ADD Average Delay per Delayed Flight

Glossary of Terms ACC Area Control Centre AEA Association of European Airlines AHM Airport Handling Manual AOBT Actual Off Block Time ATFM Air Traffic Flow Management (used by IATA in the Standard IATA Delay Codes) ATFCM Air Traffic Flow and Capacity Management (used by NMD as a more comprehensive reference to the function) ATS Air Traffic Services BTO Block Time Overshoot CODA Central Office for Delay Analysis DDI-F Delay Difference Indicator - Flight NMD Network Manager Directorate NMOC NM Operations Centre (Network Manager) ECAC European Civil Aviation Conference ESRA08 EUROCONTROL Statistical Reference Area 2008 FDPS Flight Data Processing System FMP Flow Management Position IACA International Air Carrier Association IATA International Air Transport Association


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B. CODA Delay Groupings

Link between CODA Causes and IATA delay codes.

CODA CAUSE Description

IATA Code

Passenger and Baggage 11‐19

Cargo and Mail 21‐29

Aircraft and Ramp Handling 31‐39

Technical and Aircraft Equipment 41‐49

Damage to Aircraft & EDP/Automated Equipment Failure 51‐58

Flight Operations and Crewing 61‐69

Airline

Other Airline Related Causes Others

ATFM due to Restriction at Destination Airport 83

Airport Facilities 87

Restrictions at Airport of Destination 88 Airport

Restrictions at Airport of Departure 89

ATFM due to ATC En‐Route Demand / Capacity 81 En‐Route

ATFM due to ATC Staff / Equipment En‐Route 82

Governmental Security and Immigration 85‐86

Weather (other than ATFM) 71‐79 Weather

ATFM due to Weather at Destination 84

Primary Delay Cau

ses

Miscellaneous Miscellaneous 98‐99

Reactionary Late Arrival of Aircraft, Crew, Passengers or Load 91‐96


EUROCONTROL 19 CODA

Correlation between IATA Codes and the NM Regulation Codes

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esDigest - Delays to Air Transport in Europe Quarter 2 2014

EUROCONTROL 20 CODA

Standard IATA Delay Codes (AHM730)

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/off-loading damage,

contamination, towing, extreme weather conditions 55 (ED) DEPARTURE CONTROL 56 (EC) CARGO PREPARATION/DOCUMENTATION 57 (EF) FLIGHT PLANS 58 (EO) OTHER AUTOMATED SYSTEM


EUROCONTROL 21 CODA

Flight Operations and Crewing 61 (FP) FLIGHT PLAN, late completion or change of, flight documentation 62 (FF) OPERATIONAL REQUIREMENTS, fuel, load alteration 63 (FT) LATE CREW BOARDING OR DEPARTURE PROCEDURES, other than connection and standby (flight deck or entire

crew) 64 (FS) FLIGHT DECK CREW SHORTAGE, sickness, awaiting standby, flight time limitations, crew meals, valid visa, health

documents, etc. 65 (FR) FLIGHT DECK CREW SPECIAL REQUEST, not within operational requirements 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

ATFM + AIRPORT + GOVERNMENTAL AUTHORITIES

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 GOVERNMENTAL 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 weather1, 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)

1 Restriction due to weather in case of ATFM regulation only, else refer to code 71 (WO)


EUROCONTROL 22 CODA

Standard IATA Delay 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


EUROCONTROL 23 CODA

CODA Coverage Of Commercial Flights in the ECAC Region Q2 2014


EUROCONTROL 24 CODA

DIGEST DRAFT Q22014 CW QC - Eurocontrol · of the total planned flights at day -1. Like delays,...

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Transcript of DIGEST DRAFT Q22014 CW QC - Eurocontrol · of the total planned flights at day -1. Like delays,...