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To view this page ensure that Adobe Flash Player version 9.0.124 or greater is installed. Earlier sections have described how difficulties in access mean that business aviation avoids the main airports, but how the customer requirement for access with minimum delays influences this too. The previous section showed business aviation choosing less congested flight levels. The question is does business aviation achieve fewer delays by these means? Operationally, some business flights are more time-sensitive than oth-ers: “ferry-in” flights, when an aircraft might arrive 90 minutes early to pick up passengers, are less time-sensitive than flights actually carrying passengers. Two sorts of delay are often quoted. The Central Office for Delay Analysis (CODA) (www.eurocontrol.int/ecoda) is the authoritative source of data on both, collating data from the CFMU and from airlines.
The total delay from all sources. This includes ATFCM delay, plus delays due to operational problems of airlines or at airports, such as late baggage, security delays etc. Data on these delays are available for a large sample of scheduled flights from CODA. ATFCM delay may be only 10-20% of the total.
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Fraction of Movements Total 17.8% 1.9 10.7 Figure 26 shows statistics on ATFCM delay in 2005. Fewer business avi-ation flights (13.4%) were delayed than the average (17.8%) and busi-ness aviation clearly did better than scheduled traffic (19% delayed). The average ATFCM delay per movement was also lower, at 1.7 min-utes, than scheduled or all traffic data. However, those business flights that were delayed on average had worse delays than average (12.8 min-utes), so the delays for business flights were concentrated in a few instances. 中国公务机网 www.gongwuji.com 公务机翻译 www.aviation.cn 本文链接地址：Getting to the Point Business Aviation in Europe(26) |
