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day or hours of operations. The
operational capacity cannot be
measured directly, but could be inferred
by the “service rate”. Peak Service Rate
is the 1% percentile of the average
number of movements per rolling hours
during the peak month of the year in
busiest periods.
Unimpeded and additional time.
The unimpeded time represents the
duration of unconstrained flights from
point A to point B as a reference. The
additional time is the duration that is
supplementary to the unimpeded time.
From a single flight perspective the
additional time is a delay which is
generated by the need to ensure traffic
queuing at the runway and by system
inefficiencies. Additional times are
PRR 2009 62 Chapter 6: ANS performance at main airports
partially in the hands of ANS providers.
6.1.5 The PRC focuses its activity on measuring how
well ANS uses the available capacity at airports.
The PRC does not evaluate requirements to
expand airport capacity (e.g. through new
infrastructure such as additional runways or
terminals). It is acknowledged that the lack of
airport capacity is already a constraint nowadays
in some airports and it could become even more
acute across Europe in the forthcoming years
[Ref. 24]. The Community Observatory on airport
capacity [Ref. 25] has been established by the EC
to address airport capacity constraints.
6.1.6 Safety is addressed in Chapter 3. The air transport
framework is presented in Chapter 4. The
environmental component of airport system
performance is discussed in Chapter 7.
6.1.7 The ANS related performances at airports include:
applied to measure efficiency in the
taxi-out (from off-block to take off) and
in ASMA (Arrival Sequencing
Metering Area; from 100 Nm and/or
40Nm until landing). The methodology
is explained in the ATM airport
(ATMAP) Framework.
ANS-related off block delays .
Off-block delays measure the difference
between planned or scheduled events
and actual events. Off block delays is
when the planned or scheduled time to
leave the stand is delayed. This chapter
distinguishes between two types of
ANS-related off-block delays: predeparture
delays originated by
constraints at the airport of departure
(IATA delay coding 89, 71, 75, 76) and
ATFM delays originated by situations at
the airport of destination (arrival ATFM
delays codes G, C, S, W).
The runway peak throughput (maximum service rate) compared to the airport
declared capacity21.
The delays experienced at the stand (off block delay) due to constraints in the
departure movement area or due to constraints in the destination airport
The time durations of the arrival flight phase (100Nm or 40 Nm out up to landing)
and of the taxi-out phase (since leaving the departure stand until take-off).
6.1.8 The delays experienced at the stand due to turn-around processes, late coming aircraft are
presented in Chapter 4. ATFM-En-route delays are presented in Chapter 4 and5.
6.1.9 The airport capacity is declared in advance of each IATA season at coordinated airports.
It represents an agreed compromise between the maximisation of airport infrastructure
utilisation and the quality of service considered as locally acceptable (level of tolerable
delay) in a given context of constraints (environmental constraint notably). This trade-off
is usually agreed between the airport managing body, the airlines operating the airport
and the local ATC provider during the airport capacity declaration process.
6.1.10 In general, the main ANS role at coordinated airports is:
to provide sufficient elements for the determination of the airport declared capacity;
to contribute to the decision making process;
to sustain the declared capacity in daily operations at the best possible quality of
service for airspace users (i.e. operate the runway at the level of throughput and
traffic queuing agreed in the scheduling phase).
6.1.11 A certain level of queuing time is unavoidable and even necessary to maximize runway
throughput, therefore the total absence of queuing times or delay at busy airports is not a
desirable objective.
21 The airport declared capacity compared to the maximum service rates defines the headroom in the airport
declared capacity and, in some cases, is the most important defining factor for performance particularly at
airports which schedule up to the declared capacity for significant periods.
PRR 2009 63 Chapter 6: ANS performance at main airports
6.2 High level ANS-related performance at airports (2008-2009)
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