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网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
(see right side of Figure 46). They are
analysed in more detail in Chapter 5. ATFM regulation
requested by ACC
Arrival
Airport
Departure
Airport
ACC anticipating
capacity shortfall
CFMU
Aircraft held at
dep. airport
0
5
10
15
20
25
30
35
40
45
50
2003
2004
2005
2006
2007
2008
2009
Airport ATFM delays
averge min. of ATFM delay per day ('000)
ATC Capacity & Staffing ATC Other (strike, equipment, etc.)
OTHER (Special event, military, etc.) Weather delays handled by ANS
0
5
10
15
20
25
30
35
40
45
50
2003
2004
2005
2006
2007
2008
2009
En-route ATFM delays
0
5
10
15
20
25
30
35
40
45
2003
2004
2005
2006
2007
2008
2009
Airport ATFM delays
En-route ATFM delays
Distribution of average daily ATFM delays by cause of delay ('000 min.)
Source: EUROCONTROL CFMU
Airport ATFM delays En-route ATFM delays
Figure 46: Distribution of average daily ATFM delays by cause of delay
4.5.18 The airport environment (where capacity is predominantly a function of the infrastructure
and weather but also other factors) is more complex and clear cut allocation between ANS
and non-ANS related causes (weather, congestion, etc.) is sometimes difficult. While
ANS may not always be the root cause for the capacity shortfall at airports, the way the
situation is handled can have a significant influence on performance (i.e. distribution of
delay between air and ground) and thus on costs to airspace users. ANS-related
performance at airports is analysed in more detail in Chapter 6.
4.6 Reactionary delays
4.6.1 Reactionary delays are by nature a network issue. However, despite the large share of
reactionary delay (see Figure 44), there is currently only a limited knowledge of how
airline, airport and ATM management decisions affect the propagation of reactionary
delay throughout the air transport network.
PRR 2009 Chapter 4: Air Transport Network Performance
38
Figure 47: Types of reactionary delays
4.6.2 Due to the interconnected nature of the air transport network, long primary delays can
propagate throughout the network until the end of the same operational day or even
longer for medium and long haul traffic. Depending on a multitude of factors such as the
time of the day, length of the delay, aircraft utilisation, airline strategy etc., the primary
delay may not only affect the initially delayed airframe on successive legs but may also
affect other aircraft waiting for passengers or crew, as illustrated in Figure 47.
4.6.3 Two elements determine the magnitude of the delay propagation:
1) the primary delay parameters (i.e. time of the day, length of the delay, etc.) and;,
2) the ability of the air transport system to absorb primary delay (i.e. aircraft utilisation
including scheduled block times and turnaround times, airline business model,
contingency procedures, turn around efficiency at airports, effectiveness of airport
CDM processes, etc.).
4.6.4 Strategies aimed at reducing the level of reactionary delay can therefore aim at reducing
or avoiding long primary delays in the first half of the day and/or to reduce the sensitivity
of the air transport network to primary delays.
4.6.5 Figure 48 shows the sensitivity of the air transport network to primary delays by relating
reactionary delays to primary delays. For instance, a ratio of 0.8 means that every minute
of primary delay generates 0.8 minutes of additional reactionary delay, on average.
0.40
0.45
0.50
0.55
0.60
0.65
0.70
0.75
0.80
0.85
0.90
1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009
AEA data CODA data ratio reactionary to primary delay
Sensitivity of the European air transport network to primary delays
(intra-European flights)
Primary delay includes local turnaround delays and en-route and airport ATFM delays
Figure 48: Sensitivity of the Air Transport Network to primary delays
4.6.6 After a continuous increase between 2003 and 2008, a clear improvement is notable for
2009. Reasons for changes in the sensitivity to primary delays can be manifold
1 2 3
Primary delay
Aircraft 1
Aircraft 2
1 2
Awaiting crew,
connecting passenger, etc.
Reactionary delay
PRR 2009 Chapter 4: Air Transport Network Performance
39
(utilisation level of resources, schedule padding, airline strategies, airport CDM, etc.) and
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