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rate is below the arrival declared capacity. Most of these airports do not generate
significant delay at normal operating conditions; i.e. the peak service rate only reflects the
low level of the demand. However, this is not the case in Athens, Madrid, Wien where
ATFM regulations are applied nearly each day of the year, at the same time of the day
with a capacity lower than the declared one.
6.2.8 Figure 75 shows the number of hours during the peak month in 2009 with hourly
movements over 90% of the declared capacity. One can see that the flight demand at
some airports is at or above the airport declared capacity for a consistent number of hours
(14 hours per day at London (LHR) and Istanbul (IST), more than 10 hours per day at
London (LGW) and Frankfurt (FRA). It should be noted that the drop in traffic is a
reason to explain the differences between 2009 and 2008 . A similar analysis was
conducted for arrival throughput, but no significant differences were noted, with the
exception of Zurich which had 100 hours of arrival throughput over 90%.
6.2.9 Given the complexities in airport scheduling, even few congested hours a day could
prevent airlines to provide flight services to accommodate passenger demand at requested
times.
6.2.10 In some airports, the reason for maintaining the coordination process is not traffic, but
specific circumstances such as noise constraints in Paris (ORY) and Amsterdam (AMS).
22 The data sent by Turkey to the CFMU do not enable the Service rate for Istanbul airport to be computed.
PRR 2009 65 Chapter 6: ANS performance at main airports
0
2
4
6
8
10
12
14
16
Istanbul (IST)
London (LHR)
London (LGW)
Frankfurt (FRA)
Paris (CDG)
Dusseldorf (DUS)
Munich (MUC)
Vienna (VIE)
Barcelona (BCN)
Madrid (MAD)
Zurich (ZRH)
Brussels (BRU)
Roma (FCO)
Amsterdam (AMS)
Oslo (OSL)
Paris (ORY)
Milan (MXP)
Athens (ATH)
Stockholm (ARN)
Copenhagen (CPH)
Number of hours per day during peak month
with traffic over 90% of declared capacity
2008
2009
Source : CFMU, Slot Coordination
Period : 2008 - 2009 / 0600 to 2159
Figure 75: Global throughput over 90% of the declared capacity
6.3 ANS-related service quality observed at the analysed airports
AIRPORT ATFM ARRIVAL DELAYS
6.3.1 ATFM regulations should only be used to cope with temporary constraints at the arrival
airport (unfavourable weather conditions, malfunctioning of facilities, staff shortage,
etc.). When ATFM regulations are systematically used in other circumstances, it is likely
that ATC capacity or airport capacity declarations are not consistent each other or ATFM
regulations are not efficiently used (see PRR7 par. 4.7).
6.3.2 It should be emphasised that ATFM delays that are considered in this section are
experienced at the airport of departure due to constraints at the arrival airport.
6.3.3 Figure 76 shows that ATFM
regulations are mainly used at
airports to cope with adverse
weather conditions. 2009 shows
some improvement over 2008, the
performance would need to be seen
in the light of prevailing weather
conditions. Work is in progress to
develop indicators which will allow
capturing consistently the weather
condition.
6.3.4 Istanbul (IST), Vienna (VIE),
Madrid (MAD) and Athens (ATH)
use ATFM regulations to overcome
capacity constraints during good
weather conditions.
0.0
0.2
0.4
0.6
0.8
1.0
1.2
Capacity Code
(G,C,S)
Weather Code
(W)
All other codes
ATFM delay [min/arrival]
2008
2009
data source : CFMU - Period : 2008 - 2009 0600 to 2159
G Aerodrome capacity W Weather
C ATC Capacity
S ATC Staffing
Figure 76: European average of arrival ATFM
regulations (top 20 airports)
6.3.5 Wind is however above all the most impacting weather phenomena on airports working
close to their capacity limit. ATFM delays due to wind represent 86% of all weather
ATFM delays at Istanbul (IST) and 71% at London (LHR).
PRR 2009 66 Chapter 6: ANS performance at main airports
6.3.6 The applied separation minima in Europe are consistent with ICAO standards in a radar
environment and are based on distance. Therefore the time between aircraft increases, for
instance, when they suffer from a strong head wind component. Time based separations
would allow maintaining the same runway throughput under different wind situations.
This could be achieved through a modification to ICAO Standards and the use of
advanced working organisations and systems (Meteorological infrastructures,
　
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