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6.2.1 The following ANS-related performance mainly characterises the ANS contribution in the
context of airport operations:
 the peak service rate in daily operations compared to the airport declared capacity. In
presence of continuous demand, when the peak service rate is at or above the declared
capacity, this is a signal that the airport declared capacity could be sustained in daily
operations. The airport capacity declaration is a complex exercise which takes into
account many variables; some capacity headroom in daily operations allows to absorb
traffic fluctuations with minimum penalties for airlines, passengers and environment.
 the additional time generated by queuing aircraft in the approach and taxi out phases.
When the quality of service is declared in advance during the airport declaration
process, the additional time during approach and taxi out phases indicates the ANS
ability to adhere to the declared values;
6.2.2 The off block delays generated by ATFM regulations, late start-up or push-back approval,
etc. These restrictions are typically used to deal with degraded operating conditions (fog,
wind, runway closures, etc.).
6.2.3 Figure 73 presents indicators for the different phases of flight. Delays experienced at the
stand and in the block-to-block phases have different impacts on aircraft. Whereas offblock
delays (at the gate) result in extra time experienced at the stands, additional times in
airborne holdings and in the taxi out phase also generate additional fuel burn.
ARRIVALS (inbound) DEPARTURES (outbound)
Upstream
ATFM delays
(at gate)
Additional time
within the
ASMA
(airborne)
Pre-departure
delays
(at gate)
Additional time
in the taxi-out
phase (ground)
Airport
Figure 73: Measuring “additional time” and “off-block delays" in different flight phases
6.2.4 The additional times between the landing time and the in-block time (aircraft arrived and
stopped at the stand) are not measured.
AIRPORT CAPACITY
6.2.5 The analyses of peak service rate versus peak declared capacity was conducted for the
global (Figure 74) and the arrival capacity.
6.2.6 Figure 74 shows that the peak “global” declared capacity has remained constant over the
period at all airports. At most airports, the peak service rate is equal or just above the
declared capacity. The fact that there are differences between the service rate and airport
declared capacity is factual. It does not indicate that there is anything wrong with
declaring the capacity close to the maximum operational capacity. It could be a signal that
the airport declared capacity is sustained in daily operations. However, additional analysis
would be needed to understand in detail the reason why peak service rate is below, at or
above, the peak declared capacity.
PRR 2009 64 Chapter 6: ANS performance at main airports
0
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2007
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Paris
(CDG)
Amsterdam
(AMS)
Madrid
(MAD)
Munich
(MUC)
London
(LHR)
Roma
(FCO)
Frankfurt
(FRA)
Copenhagen
(CPH)
Stockholm
(ARN)
Brussels
(BRU)
Number of movements by hour
Peak Declared Capacity
Service rate
0
20
40
60
80
100
120
140
2007
2008
2009
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2009
Paris
(ORY)
Milan
(MXP)
Zurich
(ZRH)
Vienna
(VIE)
Barcelona
(BCN)
Oslo
(OSL)
Athens
(ATH)
London
(LGW)
Dusseldorf
(DUS)
Istanbul
(IST)
Number of movements by hour
Data source : CFMU, Slot Coordination
Period : 2008 - 2009 / 0600 to 2159
Figure 74: Global peak service rate and declared capacity at top 20 airports22
6.2.7 According to the additional analysis conducted by the PRU on the arrival peak service
rate and declared capacity, there are 9 airports out of 20 where the arrival peak service
　
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本文鏈接地址：Performance Review Report 2009(50)