ANNUAL DIGEST 2015 - Eurocontrol · CODA DIGEST 2015 Edition Validity Date: 30/05/2016 Edition:...

Edition Number : CDA_2015_005

Edition Validity Date : 30/05/2016

CODA DIGEST 2015

All-Causes Delay and Cancellations to Air Transport in Europe – Annual 2015

Network Manager

CODA DIGEST 2015

Edition Validity Date: 30/05/2016 Edition: CDA_2015_005 Status: Released Issue ii

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Network Manager

CODA DIGEST 2015

Edition Validity Date: 30/05/2016 Edition: CDA_2015_005 Status: Released Issue iii

EXECUTIVE SUMMARY

This CODA Digest is part of the Network Manager’s reporting on network performance in 2015. It puts ATFM delay into the context of delays from all causes. It complements more detailed reporting of ATFM delay reporting.

Operational data received directly from airlines by CODA describing delays from all causes in 2015 illustrated a worsening delay situation for the network compared to 2014. Despite stable levels of airline delay, ATFM en-route and ATFM airport operations delay increased.

The average delay per flight from all causes of delay i ncreased to 10.4 minutes per flight from the 5 year record low of 9.3 minutes per fight in 2014 (see section 1).

Following this increase in departure delay, airline arrival punctuality fell slightly, 82% of flights arrived within 15 minutes or earlier than their scheduled arrival time (STA). However airlines do continue to deliver good punctuality to passengers. In comparison, 2014 a year with very good delay performance and fewer flights saw arrival punctuality only slightly better at 84%.

Airline-related delays remained stable at 3 minutes per fight in 2015, illustrating that this delay cause reached an optimum level given the favourable fuel price and consistent arrival punctuality over the previous 5 years.

The share of reactionary (knock-on) delay was unchanged compared to 2014 with 44% of total delay minutes (4.6 minutes of the 10.4 average delay per flight).

The year started with weather and industrial action affecting delays. The summer season saw delays in Rome following a terminal fire as well as airport capacity delays in the Istanbul TMA. In the final part of 2015 airport capacity delays at the Istanbul airports continued. ERATO training and implementation in Brest ACC also saw en-route ATFM delays increase at the end of the year.

Operational cancellations remained at 1.6% of planned flights. Weather, mainly snowfall at the start of the year, industrial action within airlines such as Lufthansa and Norwegian, as well as air traffic control disruptions mainly in France led to peaks in cancellation during the year.

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Edition Validity Date: 30/05/2016 Edition: CDA_2015_005 Status: Released Issue iv

DOCUMENT CHARACTERISTICS

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C. Walker +32 2 729 3391 NMD/PFR/FNI

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©2016 The European Organisation for the Safety of A ir Navigation (EUROCONTROL). This document is published by EUROCONTROL for informatio n purposes. It may be copied in whole or in part, provided that EUROCONTROL is mentioned as the source and the extent justified by the non-commercial use (not for sale). The information in t his document may not be modified without prior written permission from EUROCONTROL.

Network Manager

CODA DIGEST 2015

Edition Validity Date: 30/05/2016 Edition: CDA_2015_005 Status: Released Issue v

DOCUMENT APPROVAL

Edition History

The following table records the complete history of the successive editions of the present document.

Edition History

Edition No. Edition Validity Date Author Reason

CDA_2015_005 04/05/2016 C. Walker 1st Draft

CDA_2015_005 20/05/2016 C. Walker 2nd Draft

Network Manager

CODA DIGEST 2015

Edition Validity Date: 30/05/2016 Edition: CDA_2015_005 Status: Released Issue vi

Table of Contents

EXECUTIVE SUMMARY ................................................................................................................................ III

DOCUMENT CHARACTERISTICS .......................... ..................................................................................... IV

DOCUMENT APPROVAL ................................. ............................................................................................. V

EDITION HISTORY ........................................................................................................................................ V

TABLE OF CONTENTS ................................. ............................................................................................... VI

1 TRAFFIC AND AVERAGE DELAY PER FLIGHT OVERVIEW ..... ............................................ 1

2 2015 MONTHLY SUMMARY .............................. ........................................................................ 3

3 AVERAGE DELAY PER DELAYED FLIGHT (DEPARTURE) ...... ............................................. 6

4 NM VERSUS AIRCRAFT OPERATOR EXPERIENCE OF DELAY ... ....................................... 7

5 DISTRIBUTION OF ALL FLIGHTS BY LENGTH OF DELAY (PUN CTUALITY) ...................... 8

6 CODA OPERATIONAL FLIGHT CANCELLATION ANALYSIS ..... ......................................... 10

7 CODA SCHEDULING INDICATORS ........................ ............................................................... 12

8 CODA REACTIONARY DELAY ANALYSIS ................... ......................................................... 13

9 AVERAGE DELAY PER FLIGHT BY HOUR .................. ......................................................... 14

10 AVERAGE DELAY PER DELAYED FLIGHT VS PERCENTAGE OF D ELAYED FLIGHTS .. 15

11 AVERAGE DELAY PER DELAYED FLIGHT (ARRIVAL) ........ ............................................... 16

12 TOP 20 DELAY AFFECTED DEPARTURE AIRPORTS .......... ............................................... 17

13 TOP 20 DELAY AFFECTED ARRIVAL AIRPORTS ............ .................................................... 18

14 TOP 20 DELAY AFFECTED CITY PAIRS .................. ............................................................. 19

15 YEAR ON YEAR TRENDS IN ALL-CAUSES INDICATORS ...... ............................................. 20

16 CODA DELAY GROUPINGS .............................. ...................................................................... 22

17 CORRELATION BETWEEN IATA DELAY CODES AND THE NM REG ULATION CODES .. 23

18 STANDARD IATA DELAY CODES ......................... ................................................................. 24

19 STANDARD IATA DELAY CODE SUB-CODES (AHM731) ....... ............................................. 26

20 CODA COVERAGE OF COMMERCIAL FLIGHTS IN ECAC REGION 2015 ......................... 27

Network Manager

CODA DIGEST 2015

Edition Validity Date: 30/05/2016 Edition: CDA_2015_005 Status: Released Issue 1

1 Traffic and Average Delay per Flight Overview

Figure 1. Total Departures per Day in ESRA08

There were 1.5% more flights in 2015 than 2014 in ESRA08. There was sustained growth of almost 2% throughout the summer driven mainly by the low-cost sector, which grew at a rate of 5%. The traditional scheduled segment, which makes up the majority of European airline traffic, just achieved a positive growth rate for the year. This ESRA08 growth matches the forecast published for Europe in February 2015.

Figure 2. Delay Causes 2015 vs. 2014

2015 saw an average delay per flight of 10.4 minutes for all-causes delay, an increase of 8% compared to 2014. Analysis of the delay reasons shows that reactionary delays contributed the most to the average with 4.6 minutes per flight. Airline-related delays were stable at 3 minutes per fight in 2015, illustrating that this delay cause reached an optimum level given the favourable fuel price and consistent arrival punctuality over the previous 5 years. ATFCM airport delay ranked third with 0.8 minutes per flight following a year with increases in airport related delays, mainly in Istanbul and Rome.

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CODA DIGEST 2015


Figure 3. Primary Delay Causes 2015 vs. 2014

Total ATFCM delay increased to 1.5 minutes per flight with en-route and airport restrictions mainly contributing to the overall increase. Airline delay remained stable at 3 minutes per flight. Weather remained at 0.5 minutes per flight.

Figure 4. Long Departure Delays >60 Minutes

The increase in overall delays seen in 2015 was also reflected in an increase in the number of flights suffering from long delays can be observed in Figure 4. Following the record lows for long delay seen in early 2014, 2015 failed to start so positively with delays from weather and industrial action being observed. December 2015 saw fewer long delays in comparison to 2014 where London ACC suffered from a flight data server failure with high delays. However, delays of greater than 300 minutes remain low and at stable levels.

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CODA DIGEST 2015


2 2015 Monthly Summary

The year started with higher delays being recorded in comparison to the record lows seen in 2014, weather and industrial action affected airlines in these first months. The summer season saw delays in Rome following a terminal fire as well as airport capacity delays in the Istanbul TMA. In the final part of 2015 airport capacity delays at the Istanbul airports continued. ERATO training and implementation in Brest ACC also saw en-route ATFM delays increase in this period. Section 2 provides a month-by-month view of 2015, highlighting the particular causes and locations of all-causes delay. January 2015 data from airlines describing delays from all-causes showed an average delay per delayed flight (ADD) of 29 minutes, this was an increase of 1 minute in comparison to January 2014. 37% of flights were delayed on departure; this was an increase of 6 percentage points. The World Economic Forum in Davos (21 - 24 January) caused disruptions at Zurich airport. Infrastructure works on taxiways at Lisbon Airport (3, 26 and 30 January) and at Rome Fiumicino (second half of January) generated delays. Winter weather (mainly strong wind, fog, snow and low visibility) affected Amsterdam, Istanbul Ataturk and London Heathrow airports with snow clearance operations causing delays. Industrial action took place in Italy on 16 January. February 2015 showed an average delay per delayed flight for all-causes of 28 minutes, an increase of 2 minutes when compared to February 2014. 35% of flights were delayed on departure (>=5 minutes), this was an increase of 5 percentage points when compared to the same month in 2014. Weather (mainly strong wind, fog, snow and low visibility) was a significant contributor to the delay situation with Istanbul airports, London Heathrow, Geneva and Munich all being affected. Industrial action at Paris Charles de Gaulle airport on 12 and 13 February generated high delays. An industrial action in Italy on 17 February resulted in approximately 150 flights being cancelled. An aircraft ran off the tarmac at Paris Orly airport on 16 February resulting in single runway operations. A disposal of a bomb at Dortmund airport on 26 February caused disruptions. March 2015 all-causes delay airline data showed an average delay per delayed flight of 28 minutes, this was an increase of 3 minutes in comparison to March 2014. 28% of flights were delayed on departure (>=5 minutes), an increase of 6 percentage points when compared to the same month in 2014. An Italian industrial action on 20 March resulted in approximately 4,500 minutes of airport ATFM delay. Industrial action at Lufthansa between 18-21 March caused approximately 855 flight cancellations. An 8-day strike at Norwegian Air Shuttle in March resulted in circa 110 fewer daily domestic flights. Weather (mainly strong wind, snow and low visibility) impacted airport operations, particularly at Amsterdam, London Heathrow, Zurich, Oslo Gardermoen airports. Istanbul Atatürk and Sabiha Gökçen airports continue to experience airport capacity delays. April 2015. Operational data directly from airlines describing all-causes delay showed an average delay per delayed flight (ADD) of 26 minutes, an increase of 2 minutes when compared to April 2014 with weather and industrial action prevalent during the month. 37% of flights were delayed on departure (PDF >=5 minutes), this was an increase of 4 percentage points when compared to the same month in 2014. Weather impacted operations at Amsterdam (strong winds), Copenhagen (thunderstorms), Frankfurt (heavy rain and strong winds) and Vienna airports (strong winds). An aircraft accident on 25 April at Istanbul Ataturk airport blocked the main runway for most of the day the flights suffered from arrival delays exceeding 60 minutes per flight, the airport also experienced subsequent capacity delays. French ATC industrial action from 8 till 10 April caused the cancellation of approximately 3,400 flights.

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CODA DIGEST 2015


May 2015. All-causes delay data showed an average delay per delayed flight (ADD) of 26 minutes, an increase of 1 minute when compared to May 2014. 38% of flights were delayed on departure (PDF >=5 minutes), this was an increase of 3 percentage points when compared to the same month in 2014. Following an electrical power failure on 27 May at Belgocontrol, approximately 850 flights did not fly through the airspace, an estimated 100 flights were cancelled at Brussels airport as a result. Runway works also started on the same day with an increase in delay being observed. The industrial action by TAP/Air Portugal pilots between 1 and 10 May 2015 resulted in approximately 1,000 flights being cancelled. A fire in terminal 3 at Rome/Fiumicino airport overnight on 6/7 May, caused a 20% capacity reduction for the remainder of the month. Strong winds and thunderstorms affected Istanbul Ataturk, London Heathrow, Amsterdam Schiphol and Zurich. Istanbul Ataturk also experienced airport capacity delays. Works in progress on the runway at Helsinki Vantaa caused delays. June 2015. All-causes delay data from airlines showed an improvement with average delay per delayed flight from all-causes of 26 minutes, a decrease 2 minutes when compared to June 2014.

Despite an improvement in overall delay, ATFCM delays due to airport capacity and weather increased. Seasonal weather (thunderstorms, strong winds) impacted both Istanbul airports, Antalya, Amsterdam, Brussels, Frankfurt, London Heathrow, Madrid Barajas and Zurich. Istanbul airports also experienced significant airport capacity delays during the month, with airport delay increasing from 1.1 to 1.4 mins/flight for the network. Rome/Fiumicino experienced delays at the airport due to an ongoing airport capacity reduction after the Terminal 3 fire in May 2015. Runway maintenance at Brussels, Amsterdam/Schiphol and Helsinki Vantaa airports also affected operations.

July 2015. The average delay per delayed flight (ADD) decreased by 0.8 minutes to 27 minutes when compared to July 2014. The main increases in delay were due to airport operations (including ATFCM) notably at Istanbul’s Ataturk and Sabiha Gökçen airports. An aircraft technical failure after landing (2 July) and a security incident (13 July) disrupted operations at London Heathrow airport. A fire in the vicinity of Rome/Fiumicino airport on 29 July reduced the arrival rate. Despite an overall reduction in weather delays, seasonal weather (strong winds and thunderstorms) impacted Zurich, London Heathrow and Amsterdam Schiphol airports. August 2015. All-causes delay data showed a deterioration of the delay situation for the network with 46% of flights being delayed (>=5 minutes) on departure, this was an increase of 2 percentage points when compared to the same month in 2014. The average delay per delayed flight (ADD) increased by 1 minute to 28 minutes. Also notable were respective 15% and 25% increases for reactionary and airport ATFCM delays during August 2015. The trend of high airport capacity delays at Istanbul Ataturk and Sabiha Gökçen airports continued in August 2015. A fire (26 August) in a hanger adjacent to the runway at Dublin airport caused the reduction of the airport capacity for the duration of the incident. Despite an overall reduction in weather delays, seasonal weather (strong winds and thunderstorms) at Palma de Mallorca, London Heathrow, London Gatwick, Zurich, and Amsterdam Schiphol airports impacted their operations. September 2015. The average delay per delayed flight (ADD) stabilised at 26 minutes. However the percentage of delayed flights (>=5 minutes) on departure was 42%, this was an increase of 2 percentage points when compared to the same month in 2014.

Airport ATFCM delays remained at 0.7 minutes per flight in September 2015, with both Istanbul Ataturk and Sabiha Gökçen airports continuing to suffer from airport capacity delays as well as weather. En-route delays were observed in Brest, Nicosia and Barcelona ACC during the month with en-route delays reported by airlines increasing to 0.7 mins per flight. Despite an overall reduction in weather delays, seasonal weather (strong winds, low visibility and thunderstorms) at Palma de Mallorca, Zurich, London Heathrow and Amsterdam Schiphol airports impacted flight operations.

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CODA DIGEST 2015


October 2015. Operational data from airlines describing all-causes delay showed an improvement in delay situation for the network. Delays fell slightly, however it should be noted that traffic increased by 1.2%. The average delay per delayed flight (ADD) was 24 minutes, down by 1 minute in comparison to October 2014. The percentage of delayed flights (>=5 minutes) on departure was 37%, a small increase of 1 percentage point when compared to the same month in 2014.

Both Istanbul Ataturk and Sabiha Gökçen airports suffered from airport capacity delays as well as weather delays. Amsterdam Schiphol, Paris Orly, Brussels National, Rome Fiumicino, London Heathrow and Gatwick airports were also impacted by seasonal weather (strong winds, fog and thunderstorms). A French ATC industrial action (7 - 9 October) caused ATFM delays affecting Paris, Barcelona, Nicosia, Madrid, Maastricht, Karlsruhe, Tunis and Algiers ACC’s.

November 2015. Data from airlines describing all-causes delay showed that the average delay per delayed flight (ADD) increased by 3 minutes to 25 minutes. The percentage of delayed flights (>=5 minutes) on departure increased to 35%, when compared to the same month in 2014.

Low visibility and strong winds affected London Heathrow, London Gatwick, Amsterdam Schiphol and Frankfurt generating significant airport weather delays. Industrial action by cabin crew at Lufthansa (between 6 and 13 Nov) affected Frankfurt, Hamburg, Munich and Dusseldorf airports. Lufthansa Group press release reported that 4,700 flights were cancelled. Istanbul Ataturk and Sabiha Gökçen airports continued to suffer from airport capacity delays.

December 2015. Data from airlines describing all-causes delay showed that the average delay per delayed flight (ADD) decreased by 4 minutes to 26 minutes, this improvement coinciding with a large 3.5% increase in traffic. The percentage of delayed flights (>=5 minutes) on departure was 39% a decrease of 5 percentage points when compared to December 2014.

Implementation of ERATO ATM system in Brest ACC generated significant en-route ATFM delays with additional effects on Madrid, Paris, Seville and Canarias ACCs with en-route delay increasing from 0.4 to 0.6 minutes per flight during December. Seasonal weather impacted operations at Geneva, Zurich, Vienna, Amsterdam, London Heathrow, Oslo, Istanbul Sabiha Gökçen and Istanbul Ataturk airports.

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CODA DIGEST 2015


3 Average Delay per Delayed Flight (Departure)

The percentage of flights delayed on departure (>=5 minutes) increased to 40%, the highest in the last 5 years. The average delay per delayed (ADD) flight was 26.2 minutes per flight, this remained stable and was just below the 5-year average.

Figure 5. Average Delay per Flight (All-Causes) for Departures

Figure 6. Average Delay per Delayed Flight (All-Causes) for Departures

Figure 7. Percentage of Delayed Flights (All-Causes) for Departures

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CODA DIGEST 2015


4 NM Versus Aircraft Operator Experience of Delay

Figure 8. Breakdown of Average Delay per Flight 2015 vs. 2014 (Network Manager vs. Aircraft Operator)

ATFCM delays reported by airlines are lower than the NM-calculated ATFCM delays due to difference in methods: ATFM delays calculated by NM are the (flight) planned “delays” based on restrictions applied; the airlines report the “actual” experienced ATFCM 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. Airline data shows that the average en-route ATFCM delay reported to CODA by airlines was 0.5 minutes per flight, this was lower in comparison to the NM recorded average en-route ATFM delay of 0.7 minutes per flight.

As reported by the airlines, primary delays (eg. passenger and ramp handling delays) counted for 55% (5.7 min/flt) of which (0.5 min/flt) was attributed to en-route ATFCM restrictions, with reactionary delays representing the remaining share of 44% of (4.6 min/flt).

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CODA DIGEST 2015


5 Distribution of All Flights by Length of Delay (P unctuality)

In 2015 departure punctuality levels also fell, with 43% of flights departing within the 5 minute threshold before or after the scheduled departure time (STD) when compared to 2014. Flights delayed >30 minutes from all-causes increased by 0.9 percentage points during the year to 8.7%. Figure 9. All-Causes Departure and Arrival Punctuality 2014 vs. 2015

Airline arrival punctuality fell slightly with 73% of flights arriving within 15 minutes or earlier than their scheduled arrival time (STA), compared to 74% in 2014.

Flights arriving >15 minutes ahead of schedule remained stable a 9.5%. This high share may affect airport (stand availability) and air traffic flow management operations (shifts in demand) in the event of aircraft frequently arriving excessively ahead of their schedule with resultant ATFM restrictions.

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CODA DIGEST 2015


Figure 10. Top 50* Airlines by Arrival On-Time Perfor mance 2015

*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)

During the year, 22 airlines saw more than 85% of their flights arrive within 15 minutes of the scheduled time of arrival vs. 25 airlines in 2014.

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CODA DIGEST 2015


6 CODA Operational Flight Cancellation Analysis

This section 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° 390/2013. 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 of 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.

According to Annex IV of EC Regulation N°390/2013 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.

Therefore this section of the CODA Digest reports on monthly and daily shares of operational cancellations of the total planned flights at day -1. Like delays, operational cancellations provide an insight into the impact of network events and associated disruption; e.g. industrial action or extreme weather events.

Figure 11. Monthly Rate of Operational Cancellations 2015

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Figure 12. Average Daily Cancellation Rate 2015

Figure 11 shows the monthly rate of operational cancellations and Figure 12 provides the detail of cancellations by day from January 2015 to the end of December 2015. Winter weather during the first quarter affected operations at Amsterdam Schiphol, Istanbul, London Heathrow, Geneva and Oslo notably at the end of January. Heavy snowfall caused disruption at Istanbul on the 18, 19 and 20 February. There was also 3 days of industrial action by Lufthansa in March as well as two Italian strikes on 17 February and 20 March 2015. An 8-day strike at Norwegian Air Shuttle in early March caused an increase in operational cancellations. Daily cancellation rates peaked as a result of the French strike 8 to 10 April, here a 6.8% rate being recorded during the period and cancelling out better performance on other days in the month. There were other smaller peaks during the quarter related to the Rome terminal fire and the Brussels electrical power failure. There were small actions in July in Spain and Romania however the disruption of these was small. In a similar pattern to the end of 2014, industrial action by cabin crew at Lufthansa occurred. This time in November with a reported 4,600 flights being cancelled. December saw a lower and more normal cancellation rate of 1.4% compared to December 2014 where industrial action occurred in Belgium and Italy.

Further historical details regarding operational cancellations in 2014 and 2015 can be found in the CODA Annual Digest 2014 and Q4 2015 report.

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CODA DIGEST 2015


7 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 buffering 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. The Performance Review Report 2014 also shows the cost of tactical and strategic delay to airlines. Two CODA scheduling indicators help airline schedulers determine the optimal schedule based on historical flight data: 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 2015 was -3.7 minutes, this was an increase of 0.1 minutes schedule buffering per flight when compared to 2014. The Block Time Overshoot (BTO) is the percentage of flights with an actual block time which exceeds the scheduled block time. The European BTO in 2015 was 29%, this was a slight increase when compared to 2014 where the BTO was 28%, indicating that more flights had an actual block time exceeding their scheduled block time during the year. Putting these two together shows airline schedule buffer although present, isn’t increasing significantly. This can also be observed in section 5 where despite departure delays increasing arrival punctuality remains relatively stable only falling by 1 percentage point to 73% of flights within 15 minutes on arrival.

Figure 13. Block Time Overshoot (BTO) and Delay Difference Indicator - Flight (DDI-F) 2014 – 2015

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8 CODA Reactionary Delay Analysis

In 2015 the share of reactionary delay was stable and represented 44% of delay minutes contributing 4.2 minutes per flight. 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 Standard IATA Delay Codes section 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 an aircraft is delayed as a result of another aircraft typically through passengers, crew and load connection (non-rotational delays).

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. Figure 14 shows that the median number of flight sequences operating with reactionary delay in 2015 is 4. The change to IATA winter season to summer season and vice versa can be observed in the graph where the median increased to 4 in May then back to 3 in November and December, as fewer flights may be scheduled during this period. This also highlights that with the shorter sequences of reactionary delay in winter, as the network is naturally more resilient in the winter season. The percentage share of rotational delay in 2015 was 40% this was the same as 2014.

Figure 14. Median Scheduled Flight Sequence Depth and Share of Reactionary Departure Delay on Intra European Flights: January 2015 – December 2015

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9 Average Delay per Flight by Hour

Figure 15. Breakdown of the Average Delay per Flight by Hour of the Day 2015 (top) vs. 2014 (bottom)

During the first rotation hours (between 0300 and 0900 UTC) Figure 15 shows a higher share of en-route related delay in the morning when compared to 2014 with its share at or just under 10% during the first rotation phase at 0500. This in turn has pushed reactionary delay minutes to over 60% share by the end of the operational day (2100UTC). Figure 15 also illustrates how airline delay share was a little lower during the year.

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CODA DIGEST 2015


10 Average Delay per Delayed Flight vs Percentage o f Delayed Flights

Figure 16. ADD vs. PDF on Departure

Figure 17. ADD vs. PDF on Arrival

The average delay per delayed (ADD) flight was 26.2 minutes per flight, this was a slight increase when compared to 2014 where the ADD was 26.0 minutes. 40% of flights were delayed on departure (>=5 minutes). A higher percentage of delayed flights can be observed in the summer season months, however the ADD remains stable at 26 minutes.

Regarding arrivals, the average delay per delayed arrival in 2015 was 27.9 minutes (compared to 27.4 minutes per flight in 2014). The percentage of delayed flights (PDF) on arrival increased to 35.6 compared to 34.3 in 2014. The result of schedule buffering can be observed on the arrival delays, with PDF values falling to the base of the chart and only two months in the analysis exceeding 40%.

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CODA DIGEST 2015


11 Average Delay per Delayed Flight (Arrival)

The average delay per delayed flight on arrival from all-causes was 27.9 minutes per flight in 2015 an increase of 0.5 minutes per flight. The percentage of delayed arrivals also increased, this by 1.3 percentage points to 35.6% in comparison to 2014. Despite these increases in delay, the last 5 years show relative stability in the arrival delay situation.

Figure 18. Average Delay per Flight (All-Causes) for Arrivals

Figure 19. Average Delay per delayed Flight (All-Causes) for Arrivals

Figure 20. Percentage of Delayed Flight (All-Causes) for Arrivals

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12 Top 20 Delay Affected Departure Airports

Figure 21. All-Causes Delay. Top 20 Affected Departure Airports 2015

Rome Fiumicino airport showed an average delay per flight on departure of 19.3 minutes with a high share of airport related delay being observed. The fire that affected terminal 3 in May disrupted Rome Fiumicino airport throughout the busy summer months with high delays observed during this period. London Gatwick experienced airline delays as well as reactionary from flights being delayed earlier in the day. Istanbul-Ataturk saw an average delay per departure of 13.5 minutes with airport capacity delays and weather being observed during the year.

Figure 22. 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 ROME FIUMICINO LIRF 19.3 39% 28.8 66.9%

2 LONDON/GATWICK EGKK 15.7 8% 28.9 54.4%

3 ISTANBUL-ATATURK LTBA 13.5 11% 22.4 60.3%

4 LONDON/HEATHROW EGLL 12.0 -2% 25.0 48.0%

5 BRUSSELS NATIONAL EBBR 11.7 9% 24.4 47.9%

6 PARIS CH DE GAULLE LFPG 11.3 -1% 23.6 47.9%

7 LISBON LPPT 11.3 -32% 26.0 43.4%

8 SCHIPHOL AMSTERDAM EHAM 11.2 8% 24.5 45.7%

9 BARCELONA LEBL 11.0 19% 28.6 38.7%

10 ZURICH LSZH 10.8 6% 20.1 53.7%

11 DUSSELDORF EDDL 10.4 27% 24.3 42.7%

12 FRANKFURT MAIN EDDF 10.3 11% 19.5 53.1%

13 MADRID BARAJAS LEMD 10.1 19% 25.7 39.3%

14 DUBLIN EIDW 9.5 12% 23.6 40.5%

15 TEGEL-BERLIN EDDT 9.2 11% 21.8 42.2%

16 PARIS ORLY LFPO 8.2 -21% 21.9 37.4%

17 MUNICH EDDM 7.9 17% 18.2 43.6%

18 STOCKHOLM-ARLANDA ESSA 7.8 8% 21.8 36.0%

19 OSLO/GARDERMOEN ENGM 7.8 11% 24.1 32.5%

20 COPENHAGEN KASTRUP EKCH 7.6 14% 24.6 31.0%

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CODA DIGEST 2015


13 Top 20 Delay Affected Arrival Airports

Figure 23. All-Causes Delay. Top 20 Affected Arrival Airports 2015

The worsening delay situation in Istanbul can be seen in Figure 23, with Istanbul Ataturk experiencing airport capacity and reactionary delays. Arrivals at London Gatwick mainly suffered from reactionary delays. London Heathrow was affected by weather with high shares throughout the year. Delays in Lisbon show signs of improving with the airport seeing a 36% fall in its average delay per flight following improvements in airline performance.

Figure 24. 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 ISTANBUL-ATATURK LTBA 18.4 37% 33.1 55.6%

2 LONDON/GATWICK EGKK 16.5 15% 36.4 45.4%

3 LONDON/HEATHROW EGLL 13.1 7% 30.5 43.1%

4 ROME FIUMICINO LIRF 12.0 41% 31.6 38.0%

5 DUBLIN EIDW 12.0 21% 28.4 42.2%

6 BARCELONA LEBL 11.9 11% 31.7 37.6%

7 LISBON LPPT 11.2 -36% 28.2 39.5%

8 BRUSSELS NATIONAL EBBR 11.0 7% 26.8 41.1%

9 DUSSELDORF EDDL 10.1 25% 26.5 38.0%

10 MADRID BARAJAS LEMD 9.6 16% 27.3 35.3%

11 SCHIPHOL AMSTERDAM EHAM 9.3 17% 31.7 29.3%

12 ZURICH LSZH 9.1 11% 22.7 40.0%

13 PARIS CH DE GAULLE LFPG 9.0 -2% 26.8 33.5%

14 OSLO/GARDERMOEN ENGM 8.4 6% 26.0 32.3%

15 TEGEL-BERLIN EDDT 8.3 11% 22.6 36.9%

16 STOCKHOLM-ARLANDA ESSA 8.0 -1% 23.6 34.1%

17 FRANKFURT MAIN EDDF 7.9 2% 26.3 30.1%

18 COPENHAGEN KASTRUP EKCH 7.1 -37% 24.7 28.8%

19 PARIS ORLY LFPO 7.1 -22% 23.4 30.1%

20 WIEN SCHWECHAT LOWW 6.7 11% 23.2 28.7%

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14 Top 20 Delay Affected City Pairs

Figure 25. All-Causes Delay Situation for the 20 Most Delayed Airport Pairs 2015

Rank Departure Airport Arrival Airport Average Delay Per Departure

Change since

Previous Period

Average Delay Per Delayed Departure

Percentage Delayed Departures

1 ROME FIUMICINO BARCELONA 24.9 54% 35.1 70.9%

2 ROME FIUMICINO CATANIA FONTANAROSSA

22.9 65% 32.3 70.9%

3 ROME FIUMICINO PALERMO PUNTA RAISI 21.4 51% 32.0 66.7%

4 ROME FIUMICINO SCHIPHOL AMSTERDAM 19.9 48% 29.1 68.3%

5 LONDON/GATWICK BARCELONA 19.8 17% 33.3 59.6%

6 SCHIPHOL AMSTERDAM

ROME FIUMICINO 19.6 54% 33.9 57.8%

7 SCHIPHOL AMSTERDAM

LONDON/GATWICK 19.0 20% 34.5 55.0%

8 ROME FIUMICINO LONDON/HEATHROW 18.7 30% 29.1 64.5%

9 ANTALYA ISTANBUL-ATATURK 18.7 67% 31.8 58.8%

10 BARCELONA LONDON/GATWICK 17.6 30% 36.0 48.8%

11 ROME FIUMICINO BRUSSELS NATIONAL 17.3 20% 27.3 63.5%

12 ROME FIUMICINO MADRID BARAJAS 16.4 38% 26.0 62.9%

13 CATANIA FONTANAROSSA

ROME FIUMICINO 16.0 54% 33.5 47.8%

14 LONDON/GATWICK SCHIPHOL AMSTERDAM 15.4 23% 29.2 52.8%

15 NEW YORK LONDON/HEATHROW 15.2 -8% 38.3 39.7%

16 LONDON/HEATHROW ZURICH 14.6 15% 24.1 60.6%

17 LONDON/GATWICK DUBLIN 14.4 27% 28.9 49.7%

18 LONDON/HEATHROW ROME FIUMICINO 14.3 20% 25.4 56.4%

19 LISBON LONDON/HEATHROW 13.7 -26% 26.8 51.2%

20 ISTANBUL-ATATURK ANTALYA 13.4 -11% 23.1 58.1%

Analysis of the Top 20 delayed city pairs show that flights from Rome Fiumicino to Barcelona experienced delays with an average delay per flight of 25 minutes per flight. Rome to Catania and Palermo were also affected, flights on these pairs suffered from reactionary delays with airlines operating high frequency domestic operations, these flights are susceptible to reactionary delays as space in the schedule (or firebreaks) are not present to absorb delays.

High frequency domestic city pairs in Turkey can also be seen with flights between Istanbul Ataturk, Ankara and Antalya experiencing delays following the capacity and weather delays in the Istanbul TMA.

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15 Year on Year Trends in All-Causes Indicators

This section 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 69% of commercial flights in the ECAC region in 2015.

Overall the average delay per delayed flight is relatively stable, increasingly changes in the delay reporting are driven by increases in the amount of flights suffering delays rather than the duration of the delay.

Figure 26 Average all-causes delay/delayed flight (departures top, arrivals bottom)

Figure 27. Percentage of flights delayed for all-causes delay (departures top, arrivals bottom)

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Figure 28. Percentage of flights delayed >15mins for all-causes (departures top, arrivals bottom)

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16 CODA Delay Groupings

CODA CAUSE Description IATA Code

Prim

ary

Del

ay C

ause

s

Airline

Passenger and Baggage 11-19

Cargo and Mail 21-29

Aircraft and Ramp Handling 31-39

Technical and Aircraft Equipment 41-48

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

Flight Operations and Crewing 61-69

Other Airline Related Causes Others

Airport

ATFM due to Restriction at Destination Airport 83

Airport Facilities 87

Restrictions at Airport of Destination 88

Restrictions at Airport of Departure 89

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

ATFM due to ATC Staff / Equipment En-Route 82

Governmental Security and Immigration 85-86

Weather Weather (other than ATFM) 71-77

ATFM due to Weather at Destination 84

Miscellaneous Miscellaneous 98-99

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

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17 Correlation between IATA Delay Codes and the NM Regulation Codes

Note: updated version published in the ATFCM Users Manual 18.1.11

1 http://www.eurocontrol.int/sites/default/files/content/documents/nm/network-operations/HANDBOOK/atfcm-users-

manual-current.pdf

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18 Standard IATA Delay Codes

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

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)

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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

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 Government 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 weather2, 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)

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

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19 Standard IATA Delay Code 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, r educed capacity caused by industrial

action or shortage or equipment failure, extr aordinary 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, air port and/or runway closed

due to obstruction, industrial action, staff short age, 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 c ongestion, 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 pushb ack, 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 an other 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

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20 CODA Coverage of Commercial Flights in ECAC Regi on 2015

Can

ary

Isla

nds

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DOCUMENT FINAL PAGE

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