Defining and Measuring Aircraft Delay and Airport Capacity Thresholds (2014) / Chapter Skim
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Pages 4-37
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4The term delay is quite simple and generally applied when an event occurs later than it was planned, scheduled, or expected to happen. It is a common term used in everyday conversation, not a term that is unique to aviation.
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5 are recorded for 77 U.S. airports.
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6FAA Orders 1050.1, Environmental Impacts: Policies and Procedures, and 5050.4, National Environmental Policy Act (NEPA) Implementing Instructions for Airport Projects do not specifically address delay values or performance goals.
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7 For Master Planning and Environmental Studies Airports typically follow the FAA's guidance when considering a capacity enhancement project and use delay estimates as the major master plan tool to help identify runway and taxiway needs to meet forecast demand levels. The cost-benefit analyses should result in a positive return of economic savings, and delay savings is a large part of this calculation.
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8as that is the measure that the U.S.DOT reports. (For example, see Figure 2-2, which compares the on-time performance of the major carriers in North America.)
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9 "Padding" the Schedules/Block Times The published STD and STA are the only parts of the airline schedule development that are publicly available. The duration from the STD to STA is the scheduled block time.
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10 In the example above, while 70% of the flights had a total travel time of 150 minutes (the scheduled block time) or less, only 53.8% of the flights arrived at or before their scheduled arrival time, due to departing late from the origin airport.
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11 drive large delays. De-peaking tends to lengthen passenger layovers or connection times.
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12 (even though this long taxi-out time may have been fully accounted for in the scheduled block time)
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13 When local communities are affected by increased flight operations (e.g., noise) or proposed airfield expansion, estimating expected delay savings of potential capital projects at an average of 1 or 2 minutes does not sound very large or worthwhile.
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14 are made: "TFMS Operations" are the number of flights that departed or arrived at that terminal SDP. The TFMS data provides the capability to calculate types of operations (arrival, departure, or overflight for en route centers)
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15 IFR traffic and some VFR traffic, it has several limitations and challenges. First, due to limited radar coverage and incomplete messaging, TFMS may exclude certain flights that do not enter the en route airspace and other low-altitude flights.
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16 probability distribution for gate delays is useful in forecasting gate delays and can be used in planning or revising airline schedules, or in implementing alternative strategies for delay reduction. The PDARS database provides detailed information on aircraft-runway assignments and therefore enables an airport analyst to conduct micro-level analyses of delays for each runway.
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17 ties serving the 34 (of 35) domestic Operation Evolution Plan (OEP)
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18 For example, to produce the Standard Report for Airport Operations for a selected airport (Table 2-2) , the following steps are performed, select: 1.
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19 2.2.4 ASQP ASQP contains data provided by the airlines by flight for airlines that carry at least 1% of all domestic passengers. The data is available from June 2003 and is updated on a monthly basis.
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20 Facility Total Ops System Impact Delays Abrn Dest To Delays Occurred At Delays Total Delays TMI To Dep Abrn TMI From Total Occ At ATL 1003727 10192 6027 4165 0 9129 13294 2387 BOS 385816 3693 3231 462 0 5390 5852 478 BWI 287896 1831 1652 179 0 3854 4033 397 CLE 194949 96 50 0 46 2102 2148 72 CLT 597713 3810 2705 1105 0 3886 4991 1059 CVG 154483 73 13 38 22 2023 2083 93 DCA 314079 3574 1528 2046 0 6660 8706 790 DEN 666113 2123 1641 482 0 3060 3542 1125 DFW 705428 1745 1629 116 0 5892 6008 1456 DTW 460127 2010 1214 796 0 4359 5155 1046 EWR 454870 38010 30812 7198 0 6451 13649 2173 FLL 287224 2319 863 1456 0 4077 5533 470 HNL 301375 32 4 28 0 40 68 19 IAD 364297 851 732 119 0 4075 4194 382 IAH 552228 5180 1682 3498 0 4186 7684 1124 JFK 442688 9766 5282 4484 0 9119 13603 2414 LAS 568333 1951 824 1127 0 2840 3967 342 LAX 653793 2640 1671 969 0 5130 6099 227 LGA 404909 28391 20958 7433 0 9091 16524 3638 MCO 333749 56 56 0 0 3390 3390 355 MDW 267814 583 556 27 0 1476 1503 370 MEM 291232 681 565 116 0 1586 1702 142 MIA 427208 1567 481 958 128 2176 3262 879 MSP 457874 776 555 221 0 3052 3273 687 ORD 945902 22441 16524 5917 0 11373 17290 1841 PDX 232271 9 0 9 0 1052 1061 31 PHL 479038 15768 14013 1687 68 6029 7784 548 PHX 487192 5034 2498 2536 0 2285 4821 296 PIT 150284 30 0 0 30 1749 1779 52 SAN 202336 600 181 419 0 2212 2631 149 SEA 332781 118 13 105 0 1765 1870 64 SFO 456142 26770 23067 3703 0 2003 5706 1400 SLC 354808 348 167 181 0 1135 1316 271 STL 207954 4 4 0 0 1761 1761 92 TPA 204021 129 27 80 22 1478 1580 255 Total : 14630654 193201 141225 51660 316 135886 187862 27124 Report created on Mon Apr 8 11:42:36 EDT 2013. Source: The Operations Network (OPSNET)
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Facility Date Total Ops System Impact Delays Abrn Dest To Delays System Impact Delays Occurred At Delays By Class By Cause Time Total Delays TMI To Dep Abrn TMI From Total Occ At AC AT GA Mil Wx Vol Equip Rwy Other Avg (Min) Total (Min)
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22 ASQP are international, cargo, and general aviation flights, as well as small commercial carriers. Access to the ASQP database is restricted by password and authorized by FAA.
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23 tion: efficiency counts (flights handled by air traffic controllers) and metrics counts (a basis for delay calculations that only include complete flight records)
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24 From 1/1/2013 To 1/1/2013: 'SFO' Airport Scheduled Departure Date Departures For Metric Computation Arrivals For Metric Computation Gate Departure Delay Taxi-Out Time Taxi-Out Delay Airport Departure Delay Gate Arrival Delay Total 60-119 120179 180+ 60119 90+ 120179 180+ 60119 120179 180+ Total 60119 120179 180+ Total 60119 120179 180+ SFO 01/1/2013 507 503 51 4 2 0 0 0 0 0 0 0 0 75 3 3 0 59 7 1 1 Total 507 503 51 4 2 0 0 0 0 0 0 0 0 75 3 3 0 59 7 1 1 Table 2-8. SFO Delay Counts by Airport Report for 1/1/2013.
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25 Metrics computed in ASPM are developed comparing actual time to scheduled time or flight-plan time. Taxi delays are determined based on unimpeded times.
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Data Source Content Update Cycle Purpose Traffic Flow Management System (TFMS) Flight-level records assembled by combining electronic messages transmitted to the host (en route)
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27 time, departure delay, wheels-off time, and taxi-out time) by airport and airline; airborne time, cancellation, and diversion by airport and airline.
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28 Scheduled Departure Time, Actual Departure Time, Departure Delay (Minutes) , Delay Carrier (Minutes)
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29 U.S. Department of Transportation 1200 New Jersey Avenue, SE Washington, D.C.
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30 Source: RITA BTS Figure 2-13. BTS analysis reports.
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31 Hughes Technical Center also uses RDSIM-Runway Delay Simulation Model and ADSIM-Airfield Delay Simulation Model for some of their airport delay analyses; those tools are generally not used outside the FAA.)
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32 particular wind/weather configuration is multiplied by the annual percentage of time that wind/weather configuration is in use at that airport. This results in a weighted average annualized delay, which is the usual measure for comparing airport development alternatives.
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33 turnaround times within scheduled times. Some delay measures that may be useful to carriers include the following: • Average hourly delays for each wind/weather configuration (IMC and VMC)
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34 for an airport with a single runway, using a forecast traffic demand level approximately 60% higher than the current traffic level.) Typical delay statistics from a simulation model report delays for all flights.
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35 Similarly, Figure 2-17 plots the arrival airspace/runway delay for all arrival flights throughout the day. Many flights are shown to experience almost no delay.
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36 • Arrival air delay in a simulation model is a function of the amount of airspace modeled, whereas any similar ASPM statistic would encompass the entire en route travel delay from "off" time at the departure airport until "on" time at the arrival airport. • Arrival ground delay in a simulation model is typically very small as the aircraft is directed immediately to an open gate or parking position.
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37 combination of planned times with actual operational times. For example, the on-time percentages could be used as inputs to the simulation model to offset flight earliness/lateness from the scheduled times, but they would not be simulation outputs for comparison with ASPM.
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