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10 Jan-06
Jul-06
Jan-07
Jul-07
Jan-08
Jul-08
Jan-09
Jul-09
Jan-10
delay per flight (min.)
ANS (Dep. Airport)
ATFCM (weather + airport)
Reactionary
En-route ATFCM
Not handled by ANS
Reactionary
Reactionary
Reactionary
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
2007
2008
2009
Source: CODA; PRC Analysis
Departure delay drivers
(based on all causes of delay as from 1 min.)
Non-ANS related
ANS related primary delays
primary delays
ATFCM delays
Figure 44: Drivers of departure delays between 2007 and 2009
10 ATFM regulations and reduced acceptance rates for safety reasons due to adverse weather.
PRR 2009 Chapter 4: Air Transport Network Performance
36
4.5.7 There was a notable increase in weather related delays at the departure airports which is
mainly due to snow in the winter of 2009.
4.5.8 In order to improve air transport performance, a clear understanding of all root causes is
needed ( 70% of delay originates from non ANS related reasons). Airlines and airports
are encouraged to develop methods to precisely determine and validate the origin of the
delays. In view of the significant costs involved, some airlines and airports have already
working groups dedicated to the improvement of the turn around processes. However, as
this report focuses on ANS performance, a thorough analysis of the complex and
interrelated pre-departure processes is beyond the scope of the report.
4.5.9 Complementary to the analysis of delays reported by airlines to CODA in Figure 44, the
analysis in Figure 46 shows a breakdown of ATFM delays11 reported by the CFMU.
CONSISTENCY BETWEEN ANS DELAYS REPORTED BY CODA AND THE CFMU
4.5.10 Figure 45 compares the ANS delays
reported by airlines (CODA) to the ATFM
delays reported by the CFMU.
4.5.11 At system level, there is a level of
correlation between the ANS delays
reported in the two data sources.
4.5.12 It is interesting to note that on average
ATFM delays reported by the CFMU are
higher than those reported by airlines.
4.5.13 As airlines use the delay data for the
improvement of their internal processes,
they often report delays which are not
visible to the CFMU.
Correlation between CODA and CFMU data
y = 0.4999x
R2 = 0.9301
0
20
40
60
80
100
120
0 20 40 60 80 100 120
ATFM delay reported by the CFMU ('000)
ANS-related delay reported by airlines ('000)
Each dot in this figure
represents one day
Figure 45: Correlation between CODA
and CFMU data
4.5.14 For instance, when a flight gets an ATFM slot causing a 30 minute delay but the flight is
delayed by 10 minutes due to late boarding, airlines often report 10 minutes of boarding
delay and 20 minutes of ATFM delay. Not being aware of the boarding delay, the CFMU
would report a total ATFM delay of 30 minute in this example.
4.5.15 ATFM delays can be due to capacity
constraints where ANS is the root cause
(i.e. staffing) but also due to constraints
(i.e. weather) where the situation was
handled by ANS. In order to avoid
allocation issues, the categories “ATC
Capacity” and “Staffing” have been
combined.
4.5.16 At European system level, en-route ATFM
delays are higher than airport-related
ATFM delays.
ATFM delays
In Europe when traffic demand is anticipated to
exceed the available capacity in en-route centres or
at airports, ATC units may call for an ATFM
regulation. Aircraft expected to arrive during a
period of congestion are held upstream at the
departure airport by the CFMU until the
downstream en-route or airport capacity constraint
is cleared.
The delays are calculated with reference to the times
in the last submitted flight plan and the reason for
the regulation is indicated by the responsible Flow
Management Position (FMP). The delay is
attributed to the most constraining ATC unit.
11 Note that the ATFM delays reported by the CFMU relate to the flight plan while the delays reported by airlines to
CODA relate to the published scheduled departure time.
PRR 2009 Chapter 4: Air Transport Network Performance
37
4.5.17 En-route ATFM delays increased
considerably between 2003 and 2008 but
show a significant drop in 2009. En-route
delays are driven almost entirely by ATC
capacity and staffing related constraints
　
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