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hand of ANS) and the airport environment (where performance is affected by many
factors). ANS-related performance en-route and at airport is addressed in more detail in
Chapters 5 and 6 respectively (see Figure 37).
CHAPTER 4
Air Transport Performance
(Network)
CHAPTER 6
ANS-related
contribution
(Airport)
CHAPTER 5
ANS-related
contribution
(En-route)
Actual
Off-block time
Actual landing
time
Actual in-block
time
Predeparture
delays
En-route
ATFM delays
Airport
ATFM delays
Airborne holding &
sequencing
En-route
Flight efficiency
Taxi-out phase
Actual
take-off time
Scheduled
departure
Scheduled
arrival time
Taxi-in phase
Arrival
Punctuality
Gate-to-gate
performance
Scheduling
ANS related predeparture
delays
Departure
Punctuality
Figure 37: Conceptual framework for the analysis of operational air transport performance
PRR 2009 Chapter 4: Air Transport Network Performance
30
4.2 Air Transport Punctuality
4.2.1 This section analyses the performance compared to published airline schedules which is
part of the quality of service expected by airline passengers.
4.2.2 The proportion of flights delayed by
more than 15 minutes compared to
schedule is generally used as Key
Performance Indicator (KPI) for
“Punctuality”.
4.2.3 Punctuality is the “end product” of
complex interactions between airlines,
airport operators, the CFMU and
ANSPs, from the planning and
scheduling phases up to the day of
operation.
Performance on the day of operations
Scheduling of operations
Punctuality
Airport Airlines ANS
Airport Airlines ANS
Figure 38: Punctuality of Operations
4.2.4 Figure 39 shows the share of flights delayed by more than 15 minutes compared to
schedule between 2000 and 2009.
4.2.5 After a substantial improvement
between 2000 and 2003, on time
performance deteriorated continuously
until 2007.
4.2.6 2008 and 2009 show an improvement in
on time performance but this needs to
be seen in context with the
unprecedented traffic decrease (-6.6%)
which reduced demand far below
planned capacity levels in 2009.
4.2.7 Although traffic levels in 2009 were
comparable to 2006 levels, the share of
arrivals delayed by more than 15
minutes was in 2009 significantly
lower than in 2006 (17.9% vs. 21.8%)
as a result of the spare capacity in 2009.
26.9%
25.2%
18.3%
17.2%
18.8%
20.4%
21.8%
22.1%
21.6%
17.9%
7.2%
6.7%
6.4%
6.8%
7.4%
10.1%
0%
5%
10%
15%
20%
25%
30%
35%
2000*
2001*
2002
2003
2004
2005
2006
2007
2008
2009
% of flights DEPARTURES delayed by more than 15 min. (%)
ARRIVALS delayed by more than 15 min. (%)
ARRIVALS more than 15 min. ahead of schedule (%)
Source: AEA*/ CODA
All flights to/from Europe
Figure 39: On time performance between
2000-2009
4.2.8 The underlying drivers of ANS-related operational air transport performance are analysed
in more detail in section 4.5 of this chapter.
4.2.9 Whereas, from an airline viewpoint “early” flights most likely result in an underutilisation
of resources, from an airport and ATC point of view, flights ahead of schedule can affect
performance in a similar way as delayed flights (gate availability, variability of traffic
flows, etc.).
4.2.10 The share of flights arriving more than 15 minutes ahead of schedule is shown in Figure
39. Compared to previous years, there was a significant increase in flights arriving ahead
of schedule in 2009.
4.2.11 Although it is the commonly used industry standard which has been used for years, it
would be useful to move towards a higher level of accuracy (i.e. 5 or 10 minute bands)
for the analysis of schedule adherence. This would be appropriate considering the fact
PRR 2009 Chapter 4: Air Transport Network Performance
31
that the 15 minute “allowance” represents a large share of the scheduled block time on
intra European flights (i.e. 25% if the scheduled block time is 60 min.) and the efforts to
increase the level of precision within the European air transport network.
4.2.12 The system wide on-time performance is the result of contrasted situations among
airports. Figure 40 shows the departure and arrival punctuality for the top 20 European
　
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