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JOURNAL OF RESEARCH IN NATIONAL DEVELOPMENT VOLUME 7 NO 1, JUNE, 2009

ARRIVAL AND DEPARTURE DELAY CHARACTERISTICS IN NIGERIAN AIRLINES 

(A CASE STUDY OF PORT HARCOURT AIRPORT)

 

G. N. Okeudo and E. A. Ejem

Department of Transport Management technology, Federal University of Technology, Owerri

 

 

Abstract

The study analyses Departure and Arrival Delays from four (4) airlines in Port Harcourt International Airport (Nigeria) using the performance metric methodology. Several data fields for every aircraft departing from or arriving at the airport in a 14-day period were attached from the inbound and outbound flight strips from the control tower and the approach. Aggregate statistics were derived from the complete data set and presented as functions of the days of the week. The percentage of aircraft delayed more than the FAA standard of 15 minutes was shown in bar charts. A close consideration of the results of the research shows that a good measure of non-compliance with airline time schedule occurs in the Nigerian Aviation Industry by way of delay flight as a result of bad weather, technical fault of aircraft, malfunction of airport facilities, and traffic congestion in the airway and fuel scarcity.

 

Key words:     Arrival, Departure, Aircraft, Traffic, Congestion

 


Introduction

Air transport has in recent years become a basic and vital segment of Nigeria business and social life. Air transportation has some specific characteristics that give it natural advantages over other compelling transport mode. The ability of air transport to overcome natural obstacles of land and sea as well as its comparatively high speed, makes it a favoured mode for the accelerated movement of certain goods and persons. Delays in air transportation are prevalent and very costly. Delays occur in airline operations as a result, among others, of adverse weather conditions (Ohuegbe, 2005).

 

This study looked at aircraft delays as a result of bad weather condition, technical and logistic problem such as faults refueling, bird strike, scarcity of aviation fuel, passenger delay due to aircraft flight schedule delay. The aim of this study was to study delays experienced by the airline operators in the airport, know the causes of delays in the airport and then proffer solutions/recommendations on how to minimize delay in Nigerian Aviation Industry. However, it is appropriate to trace the history of air transport in Nigeria and identify the developmental changes that have occurred over the years in the industry.

 

Nigeria aviation industry dates back to the 1920 when several flights were operated firstly to Kano and then to Lagos by the Royal Air Force Squadron aircraft based in Khartoum in the Eastern Africa. It was in 1930 that the first Civilian plane, a privately owned light aeroplane was recorded to have flown from Lagos to Kano. In 1936, the first commercial flight was operated to Nigeria by the imperial airways, which began the first international air services to Nigeria in four engine De Havilland Air Planes that connected at Khartoum with the larger type Hannibal aircraft owned by the same company. The West African Airways Corporation (WAAC) became established in 1946 after World War II, in the four British Colonies of Nigeria, Ghana, Gambia and Sierra Leone with a fleet of De Havilland dove (Dh-104). British wayfarers and freighters (B-107). As each of the four countries obtained their independence, they pulled out of WAAC. Then WAAC therefore becomes the property of Elder Dempster Lines, Nigeria government and BOAC. And in 1958 August 23, the Nigerian Government bought the share of the remaining two shareholders and WAAC thus became Nigerian owned airline the birth of the Nigerian Airways (NA). Full time air travel operations by Nigerian Airways commenced in 1959 following the dissolution of WAAC with less than eleven and later twenty-five aircrafts at the end of the second and third national development plans in 1975 and 1980 respectively. The Nigerian Airways has over the years single or jointly operated about nineteen aircrafts serving the nineteen airports existing in Nigeria.

 

Study Background

Airport delay can be defined as the difference between the time it could take an aircraft or passenger to be served without interference from other aircrafts or passengers and the actual time it takes the aircraft or passengers to be served. Paul (2000) remarked that delay is defined in many different ways depending upon the context. Scheduled departure and arrival delay is how late a flight departs or arrives compared to an airlines schedule. Flight can incur delays while airborne or on the ground, for example as aircraft taxi between the runway and the gate. A late arrival of one flight may cause a late departure of the next flight on the itinerary of the aircraft’s arrivals and departures.

 

Delay in the airport is a global issue. In the United States of America, Federal Aviation Administration, FAA (2000) reports from O’ Hare International Airport Chicago showed that in 2000, O’ Hare was ranked the third most delayed airport in the country. Overall, slightly more than six percent or all flight was delayed (i.e more than 15 minutes). Current capacity benchmark at O’Hare is 200-202 flights per hour in good weather. Current capacity decreases to 157-160 flights (or fewer) per hour in adverse weather conditions which may include poor visibility, unfavourable winds or heavy precipitation. On good weather days, scheduled traffic is at or above the capacity benchmark for 3 ½ hours of the day and about 2% of the flights are delayed significantly. Subsequently to the Airport capacity benchmark report 2001, the FAA (2001) ranked O’Hare as the most delayed airport in the U.S for calendar year 2002. The intensity of flight delays is exacerbated during peak traffic periods and during periods or poor weather and/or wet runway conditions. These delay periods impact the airports ability to provide a consistent level of air service to the traveling public and other airport users. In addition as aviation demand increases overtime, flight delays will continue to worsen, thus further deteriorating the airport operational reliability.

 

According to the F AA (FAA 2001), weather is a contributing factor in 74% of air carrier delays and 30% of all accident. Weather delays cost the airlines. Weather related flight delays are one to the interaction of two factors, one, how many planes can an airport accept during a give time period based on the weather (airport capacity). Two, how many planes are scheduled to arrive (airport demand) during the same given time period. The most significant and common weather variables that cause delays are low clouds and low visibility. Low visibility may be due to fog, haze, smoke and falling precipitation. When these conditions occur, planes may be spaced further apart thus resulting in fewer planes landing in any given hour. Strong cross-winds may make some runways unstable. Thunderstorms near the airport may limit the flight paths available into and out of the airport. Thunderstorms enroute may cause a reduction in the number of flight paths, causing delays. Heavy snow requires frequent plowing possibly making some runways unavailable. Freezing rain and snow usually necessitates the use of anti-icing and de-icing procedures. (Weather Depotstm  2005).

 

Aircraft Arrival and Departure Delay

According to Eric and Gano (2002), there are out, off, on and in times in aircraft operations. Out time refers to the time of push back (specifically when the parking brake is released). Off time refers to the take off time at which weight is no longer borne on the landing gear. On time is associated with the touchdown time, and the in time is related to the moment the parking brake is applied at the gate. These times are recorded and reported by the respective airlines, their definitions are used for delay and transit time computations.

 

The FAA (2002) categorizes delays into gate delay, taxi-out delay, enroute (in-flight) delay, terminal delay and taxi-in delay. This is also validated by Bjorn Syren (2002). Each category of delay arises when the aircraft requires more time than was scheduled. According to the Bureau of Transportation Statistics (BTS) (2002) defined a delayed flight as one in which the aircraft fails to release its parking brake less than 15 minutes after the scheduled departure time. Surface movement inefficiencies, according to the Department of Transportation (DOT), are not the only reason for delays on the ground. Ground delay programs, enroute capacity constraints, aircraft maintenance issues, ground services (fuel, baggage and catering), customer service issues, late aircraft crew arrival, and poor weather conditions elsewhere all contribute to surface delays.

 

According to FAA (2001), Flight delay is separated into reportable, non-reportable and international delays. Delays recorded in the Air Traffic Operations Network (OPSNET) database are only 15 minutes or more, in other words reportable. Non-reportable delays are caused by pilot initiated enroute deviations around adverse weather; delay caused by mechanical or other aircraft operation/company problems; and delay for taxi time controlled by non-FAA entities. International delays are caused by initiatives imposed by facilities outside the United States.

Method

Data used in this study were obtained from primary and secondary sources. Primary source include basically field work in monitoring various flight behaviours of the four Airlines used as sampling airlines in the airport. This method is therefore based on personal judgment. Secondary source includes data survey from existing documents such as inbound strips, outbound flight, strips, from the control tower (the air traffic control tower and the approach), personal contacts with FAAN and airport staffs, and publications from books, journals and articles.

 

To realize the aims of this study, four (4) Airlines in Port Harcourt International Airport were selected for the study of departure and arrival delay in airline passenger service delivery. The data needed for the analysis were extracted from strips from the control tower and approach for a period of 14 days. The two-week duration was chosen to have enough data for statistically meaningful results and to make possible analysis of the data as a function of days of the week. The strip (outbound and inbound) is a tool used by the Air Traffic Controllers and the Approach to store information about each flight of any aircraft. It shows detailed information about any aircrafts that arrives and departs the airport.

 

Data extracted are information on Aircraft destination, Aircraft origin, Scheduled time of departure or estimated time of departure (ETD), Actual time departure (ATD), Scheduled time of Arrival or estimated time of Arrival (ETA) and Actual time of Arrival (ATA).

 

Analytical Tool

The Analytical Tool used in this study is the performance metric parameters (Analysis). The delay metrics were generated for a typical day by day first averaging the result over 14 days. The average number of operations for any day is determined as:

 

F1         =          Sni ………………………… (1)

                        1 <i <m

                            m

Where ni is the number of department or arrival on the 1st day, where m is the number of days. The average delay for a day operation of a particular airline is:

▲i       =          Sπj,i     …………………………… (2)

                        1 <j <ni

                            ni

With delay defines as:

πj, i   =             (ta-ts) j, i………………………… (3)

Here ni is the number of departures or arrivals on the ith day. Ts are the scheduled departure. Ta is the actual departure time of the jth aircraft on the ith day.

 

Secondly, the average over the m number of days can be computed as:

F2         =          S▲i     …………………………… (4)

                        1 <j <m

                            m

 

F2 is the average delay over the number of aircraft and the number of days at a specific airline.

 

A third measure, F3 is the percentage of aircraft departing/arriving late is defined as follows:

F3         =          Sdi       …………………………… (5)

                        1 <j <m

                            m

Where the percentage of aircraft departing late on a single day is

 di =                 100 (S[πj, i>o])………..………(6)

                        1 <j <ni

                            ni

The percentage of aircraft departing early can be determined by subtracting F3 from 100.

 

The fourth measure F4 that is the average amount of delay for each aircraft delayed fifteen (15) minutes or more is defined as the F4 measure:

F4         =          Sgi       …………………………… (7)

                        1 <j <m

                            m

with gi =        S               πj, i[πj, i> 15]

                        1 <j < ni                                   …………………. (8)   

                          S           πj, i> 15]

                        1<j <ni

 

The fifth measure F5 is the percentage of aircraft that has always greater than 15 minutes.

F5 = Sci

                        1<j <m ………………………(9)

                            m    

 

where ci = 100 S[πj, i> 5]

                        1 <j <ni ……………………….(10)

                            ni

 

 

 

Delay Measurement

The metrics F1 through F5 were computed for the arrivals and departures of the 4 airlines in the airport. Short definitions of each metrics are listed below(see appendices for tables 1 – 8):


 

Table 9 Summary of Delay Metric definitions

F1

Average no of aircrafts that departed/arrived in single day

F2

Average minutes of delay for a single aircraft

F3

Percentage of aircraft departing/arriving after the scheduled time.

F4

Average minutes of delay for aircraft that are later than 15 minutes

F5

Percentage of aircraft departing/arriving later than  15 minutes

Source: Federal Airports Authority of Nigeria

 

Table 10: Basic metrics for all Aircraft that arrived at the Airport by the 4-airelines Arrivals

Airlines

F1

F2

F3

F4

F5

A

3

8.9

58.3%

26.7

25%

B

3

13.4

78.7%

40.4

30%

C

3.6

15.5

71.6%

56.8

50%

D

1.5

8.4

83.3%

13.1

35%

 Source: Federal Airports Authority of Nigeria

 

Table 11: Basic Metrics for All Aircrafts That Departed the Airport by the 4 Airlines.

Airlines

F1

F2

F3

F4

F5

A

3

7

58.3%

21.4

22%

B

3

15.1

81.8%

40.5

60%

C

3.8

5.5

55.8%

20.5

13%

D

3.8

5.5

50%

10.8

21%

Source: Federal Airports Authority of Nigeria

 

 


Overall Trends

derived from the complete data set, which includes all the traffic from the 4 airlines over a 14 day period. Fig 1 shows the percentage of aircraft as a function of departure and arrival delays. For instance, the first flight coloured bar shows the percentage of arrivals that had more than 10 minutes of delay. The first solid bar shows the percentage of arrivals that had more than 10 minutes of delay. The second set of bars shows the percentage of aircraft that had more than 15 minutes of delay.

 

Observation from the figure shows that a slightly greater percentage of aircraft encounter arrival delay between 10 minutes and 30 minutes than experience departure delay. This may be due to those aircrafts that experience departure delays, which propagated through to become arrival delays. I should be noted that the difference between the percentages of delayed departures and arrivals is seven implying that some of the delay originates before departure.


 

 

Text Box: Percentage of Aircraft 

 

 

 

 

 

 

 

 

 

 

 


                                                1

 

 

 

 

Minutes Late

                   Departure (%)

                  

                   Arrival (%)

 

 

 

 

 

 

Fig 1: Percentage of Aircraft as a Function of Departure and Arrival Delays

 

 


 

 

 

Fig 2 shows the average number of departures out of the air-port by the 4 airlines as a function of the day of the week. To create the bar chart, the number of departures from the airport by the air lines were summed up for one day of the week (for instance Tuesday) and divided by the number of such days (number of Tuesdays in the 14 days data set).

 

The bar chart shows that traffic is less on Thursdays and Saturdays. It should however be noted that the difference between the minimum traffic on Thursday and Saturday and the minimum traffic on Tuesday is only 4.0%.


 

 

 

Text Box: No.  of arrival Aircraft 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 


Fig. 2: Average Number Of Departures Out Of The Air-Port By The 4 Airlines As A Function Of The Day Of The Week

 

 

 

 

 


In fig 3, it shows for each day of the week in the 14-days data set, all departures from the airports by the 4 airlines that were delayed by more than 15 minutes. The average percentage of aircraft delayed by more than 15 minutes was found to be 5.1% observe that although the traffic volume is low on Thursday (fig 2), the percentage of delayed aircraft in fig 3 is high on Thursday.


 

 

 

 

 

 

Text Box: No. of Departure Aircraft 

 

 

 

 

 

 

 

 

 

 


                                                                                                      

 

 

 

 

 

 

 

 

 

 

Fig. 3: Departures from the Airports Delayed By More Than 15 Minutes

 

 

 


Results Interpretation

From the performance metric parameter it was observed that aircraft for airline A, 13.4 minutes for airline B, 15.5 minutes for airline C and 8.4 minutes for airlines D. These delays occurred before arriving at their scheduled destinations. These delays were as a result of unfavourable conditions, such as heavy rains, winds, low visibility, haze, fog, etc.

 

There is also have take off delay, which is caused by tower by not giving clearance on time for engine start. While arrival delay can also occur enroute to the port destinations as a result of low and thick clouds, which makes the pilot to take right of course or left of course, descend or ascend. Before the pilot can do any of these things, clearance has to be gotten from the tower. If there are other aircrafts waiting, the pilot has to stand by. Eventually, time is lost as a result of all these little things, causing arrival delay.

 

On the other hand, from the parameters it was observed that the percentage of aircraft departing alter than 15 minutes were 25%, 30%, 50% and 5% for airlines A, B,C and D respectively. Wherever an airline experiences arrival delay, automatically there would be departure delay. Departure delay can also occur when the pilot in command intentionally delays in order to carry a full load. In a situation like this, he wants to  make more money for the airline and in turn get an increased salary. Also the tower, he might be delayed as well. On the runway, there can be a situation whereby 4 or 5 aircrafts want to take off. Taking off has to be done one after the other. In this case delay occurs. Traffic congestion comes into a play.

 

Conclusion and Recommendation

It has been found out that delays actually occur to aircraft due to deviations actual aircraft arrival and departure time from the scheduled flight time.

 

To reduce the level of airport delays due in Nigeria, the efficiency of the airport system must be improved which should be a joint venture between the airport authorities and individual airlines.

 

With the contribution and co-operations of the airport  authorities and the airline operators, transport managers and planners and the government, optimistic belief that if all the recommendations suggested above are strictly implemented, it would help in solving the airport delays, at the airport.

 

References

Bjorn Syren (2003), Delays report over ACARS; published in SAS data-link system

Bureau of Transportation Statistics (BTS) (2002)

 

FAA (2001), Aviation Delays in 2000; a publication of Federal Aviation Administration, USA. January 31.

 

FAA (2001), Air delays will continue; published in weather COM of Federal Aviation Administration, USA, February 3.

 

FAA (2001), OBNET database; a publication of Federal Aviation Administration

 

FAA (2002), “Monthly Summary of Air Traffic activity and Delays in  the National Airspace System; a publication of Federal Aviation Administration, USA.

 

FAA (2002), “Domestic Airline Operation in Nigeria”; published in the Newsletter of Federal Airport Authority of Nigeria, May 16.

 

Ohuegbe, S.C. (2005), “Delay study in airline passenger service delivery”; undergraduate project submitted  to the Department of Transport Management technology, FUTO, Nigeria.

 

Paul, T.R…, Lisa A.S. and Leonard, A.W (2001), “Flight connections and their impacts on delay propagation”; MITRE Corporation, Mclean, VA22102.

 

Rebecca, B. James, B., Melissa, M.C. and Chris, R. (2001), “Transportation is the major source of noise impact; the major stationary noise sources are the diesel power”; modeling airline economics: airline decision making in a hub and spoke environment.

 

Weather Depotstm    (2005) Airport Delay forecast information.


 

 

 

 

 

 

 

 

 

APPENDIX

Table 1: Arrival Statistics For Airline A

Date

FLT/NO

From

ATA

FLT/NO

TO

ETA

ETA-ETD SCHEDULE DELAY (MINS)

03/04/05

BLV 220

LOS

0816

BLV 220

PHC

0815

1

 

BLV 224

LOS

1403

BLV 224

PHC

1340

23

 

BLV 226

LOS

1748

BLV 226

PHC

1800

- 12

04/04/05

BLV 220

LOS

0728

234

BLV 220

PHC

0800

- 32

 

BLV 224

LOS

1259

BLV 224

PHC

1200

59

 

BLV 226

LOS

1624

BLV 226

PHC

1630

- 6

05/04/05

BLV 220

LOS

0732

BLV 220

PHC

15

- 17

 

BLV 224

LOS

1309

BLV 224

PHC

1300

9

 

BLV 226

LOS

1744

BLV 226

PHC

1730

- 12

06/04/05

BLV 220

LOS

0718

BLV 220

PHC

0715

3

 

BLV 224

LOS

1748

BLV 224

PHC

1200

48

 

BLV 226

LOS

1632

BLV 226

PHC

1630

2

07/04/05

BLV 220

LOS

0710

BLV 220

PHC

0715

- 5

 

BLV 224

LOS

1301

BLV 224

PHC

1400

- 59

 

BLV 226

LOS

1742

BLV 226

PHC

1700

12

08/04/05

BLV 220

LOS

0707

BLV 220

PHC

0715

- 8

 

BLV 224

LOS

1328

BLV 224

PHC

1400

- 32

 

BLV 226

LOS

1708

BLV 226

PHC

1700

8

09/04/05

BLV 220

LOS

0815

BLV 220

PHC

0715

60

 

BLV 224

LOS

1336

BLV 224

PHC

1340

- 4

 

BLV 226

LOS

1700

BLV 226

PHC

1730

- 30

10/04/05

BLV 220

LOS

0815

BLV 220

PHC

0815

0

 

BLV 224

LOS

1354

BLV 224

PHC

1340

14

 

BLV 226

LOS

1725

BLV 226

PHC

1730

- 5

11/04/05

BLV 220

LOS

0724

BLV 220

PHC

0715

9

 

BLV 224

LOS

1256

BLV 224

PHC

1200

56

 

BLV 226

LOS

1629

BLV 226

PHC

1630

-1

12/04/05

BLV 220

LOS

0728

BLV 220

PHC

0800

-32

 

BLV 224

LOS

1314

BLV 224

PHC

1300

14

 

BLV 226

LOS

1701

BLV 226

PHC

1630

31

13/04/05

BLV 220

LOS

0716

BLV 220

PHC

0715

1

 

BLV 224

LOS

1307

BLV 220

PHC

1300

7

 

BLV 226

LOS

1634

BLV 220

PHC

1630

4

14/04/05

BLV 220

LOS

0730

BLV 220

PHC

0715

-15

 

BLV 224

LOS

1300

BLV 224

PHC

1300

0

 

BLV 226

LOS

1654

BLV 226

PHC

1630

24

 

 

 

Table 2: Departure Statistics for Airline A

Date

Flt/no

From

Ata

Flt/no

To

Eta

Eta-etd schedule delay (mins)

03/04/05

BLV 221

LOS

0701

BLV 221

PHC

0700

1

 

BLV 225

LOS

1502

BLV 225

PHC

1520

-18

 

BLV 227

LOS

1824

BLV 227

PHC

1830

- 6

04/04/05

BLV 221

LOS

0807

BLV 221

PHC

0800

7

 

BLV 225

LOS

1359

BLV 225

PHC

1700

6

05/04/05

BLV 221

LOS

0824

BLV 221

PHC

0830

- 6

 

BLV 225

LOS

1419

BLV 225

PHC

1430

-11

 

BLV 227

LOS

1825

BLV 227

PHC

1800

25

06/04/05

BLV 221

LOS

0825

BLV 221

PHC

0800

25

 

BLV 225

LOS

1358

BLV 225

PHC

1400

-2

 

BLV 227

LOS

1717

BLV 227

PHC

1700

17

07/04/05

BLV 221

LOS

0824

235

BLV 221

PHC

0830

-6

 

BLV 225

LOS

1327

BLV 225

PHC

1400

-3

 

BLV 227

LOS

1835

BLV 227

PHC

1800

35

08/04/05

BLV 221

LOS

0813

BLV 221

PHC

0800

13

 

BLV 225

LOS

1424

BLV 225

PHC

1430

-6

 

BLV 227

LOS

1751

BLV 227

PHC

1800

-9

09/04/05

BLV 221

LOS

0908

BLV 221

PHC

0900

8

 

BLV 225

LOS

1443

BLV 225

PHC

1430

13

 

BLV 227

LOS

1742

BLV 227

PHC

1730

12

10/04/05

BLV 221

LOS

0905

BLV 221

PHC

0905

0

 

BLV 225

LOS

1447

BLV 225

PHC

1430

17

 

BLV 227

LOS

1802

BLV 227

PHC

1800

2

11/04/05

BLV 221

LOS

0816

BLV 221

PHC

0800

16

 

BLV 225

LOS

1353

BLV 225

PHC

1345

8

 

BLV 227

LOS

1715

BLV 227

PHC

1700

15

12/04/05

BLV 221

LOS

0811

BLV 221

PHC

0800

11

 

BLV 225

LOS

1430

BLV 225

PHC

1445

-15

 

BLV 227

LOS

1738

BLV 227

PHC

1300

-22

13/04/05

BLV 221

LOS

0808

BLV 221

PHC

0800

8

 

BLV 225

LOS

1400

BLV 225

PHC

1345

15

 

BLV 227

LOS

1710

BLV 227

PHC

1700

10

14/04/05

BLV 221

LOS

0858

BLV 221

PHC

0900

-2

 

BLV 225

LOS

1402

BLV 225

PHC

1430

-28

 

BLV 227

LOS

1749

BLV 227

PHC

1800

-11

 

Table 3: Arrival Statistics For Airline B

Date

FLT/NO

From

ATA

FLT/NO

TO

ETA

ETA-ETD SCHEDULE DELAY (MINS)

04/04/05

NCH 134

LOS

0844

NCH 134

PHC

0930

14

 

NCH 136

LOS

1354

NCH 136

PHC

1230

84

 

NCH 138

LOS

1714

NCH 138

PHC

1745

-31

05/04/05

NCH 134

LOS

0838

NCH 134

PHC

0930

38

 

NCH 136

LOS

1332

NCH 136

PHC

1230

62

 

NCH 138

LOS

1712

NCH 138

PHC

1745

-33

06/04/05

NCH 134

LOS

0942

NCH 134

PHC

0930

12

 

NCH 136

LOS

1337

NCH 136

PHC

1330

7

 

NCH 138

LOS

1706

NCH 138

PHC

1645

21

07/04/05

NCH 134

LOS

0934

NCH 134

PHC

0930

4

 

NCH 136

LOS

1344

NCH 136

PHC

1330

14

 

NCH 138

LOS

1716

NCH 138

PHC

1745

-20

08/04/05

NCH 134

LOS

0950

NCH 134

PHC

0930

20

 

NCH 136

LOS

1358

NCH 136

PHC

1330

28

 

NCH 138

LOS

1807

NCH 138

PHC

1745

22

09/04/05

NCH 134

LOS

1038

NCH 134

PHC

1000

38

 

NCH 136

LOS

1207

NCH 136

PHC

1200

7

 

NCH 138

LOS

1459

NCH 138

PHC

1500

1

10/04/05

NCH 134

LOS

1005

NCH 134

PHC

1000

5

 

NCH 136

LOS

1210

NCH 136

PHC

1200

10

 

NCH 138

LOS

1510

236

NCH 138

PHC

1500

10

11/04/05

NCH 134

LOS

0937

NCH 134

PHC

0930

7

 

NCH 136

LOS

1334

NCH 136

PHC

1330

7

 

NCH 138

LOS

1656

NCH 138

PHC

1645

11

12/04/05

NCH 134

LOS

0949

NCH 134

PHC

0930

19

 

NCH 136

LOS

1341

NCH 136

PHC

1330

11

 

NCH 138

LOS

1727

NCH 138

PHC

1700

27

13/04/05

NCH 134

LOS

0943

NCH 134

PHC

0930

13

 

NCH 136

LOS

1352

NCH 136

PHC

1230

82

 

NCH 138

LOS

1736

NCH 138

PHC

1700

36

14/04/05

NCH 134

LOS

0936

NCH 134

PHC

0930

6

 

NCH 136

LOS

1327

NCH 136

PHC

1330

-3

 

NCH 138

LOS

1657

NCH 138

PHC

1645

12

 

 

Table 4: Departure Statistics For Airline B

Date

FLT/NO

From

ATA

FLT/NO

TO

ETA

ATA-ETD SCHEDULE DELAY (MINS)

04/04/05

NCH 131

PHC

1050

NCH 131

LOS

1100

-2

 

NCH 135

PHC

1450

NCH 135

LOS

1430

20

 

NCH 139

PHC

1750

NCH 139

LOS

170

20

05/04/05

NCH 131

PHC

0712

NCH 131

LOS

0700

12

 

NCH 135

PHC

1055

NCH 135

LOS

1030

25

 

NCH 139

PHC

1457

NCH 139

LOS

1445

12

06/04/05

NCH 131

PHC

0715

NCH 131

LOS

0700

15

 

NCH 135

PHC

1051

NCH 135

LOS

1130

21

 

NCH 139

PHC

1453

NCH 139

LOS

1430

13

07/04/05

NCH 131

PHC

0714

NCH 131

LOS

0700

14

 

NCH 135

PHC

1049

NCH 135

LOS

1030

19

 

NCH 139

PHC

1450

NCH 139

LOS

1430

20

08/04/05

NCH 131

PHC

0717

NCH 131

LOS

0700

17

 

NCH 135

PHC

1050

NCH 135

LOS

1030

20

 

NCH 139

PHC

1453

NCH 139

LOS

1430

23

09/04/05

NCH 131

PHC

1717

NCH 131

LOS

0800

-43

 

NCH 135

PHC

1121

NCH 135

LOS

1130

-9

 

NCH 139

PHC

1303

NCH 139

LOS

1300

3

10/04/05

NCH 131

PHC

0721

NCH 131

LOS

0700

21

 

NCH 135

PHC

1101

NCH 135

LOS

1130

-29

 

NCH 139

PHC

1255

NCH 139

LOS

1230

25

11/04/05

NCH 131

PHC

0713

NCH 131

LOS

0700

13

 

NCH 135

PHC

1052

NCH 135

LOS

1130

22

 

NCH 139

PHC

1448

NCH 139

LOS

1430

18

12/04/05

NCH 131

PHC

0721

NCH 131

LOS

0700

21

 

NCH 135

PHC

1054

NCH 135

LOS

1030

24

 

NCH 139

PHC

1503

NCH 139

LOS

1530

-27

13/04/05

NCH 131

PHC

0727

NCH 131

LOS

0700

27

 

NCH 135

PHC

1050

NCH 135

LOS

1030

20

 

NCH 139

PHC

1506

NCH 139

LOS

1540

-24

14/04/05

NCH 131

PHC

0724

NCH 131

LOS

0700

24

 

NCH 135

PHC

1044

NCH 135

LOS

1030

14

 

NCH 139

PHC

1448

NCH 139

LOS

1430

18

 

 

 

 

 

 

 

Table 5: Arrival Statistics For Airline C

Date

FLT/NO

From

ATA

FLT/NO

TO

ETA

ATA-ETD SCHEDULE DELAY (MINS)

01/04/05

OSL 1145

LOS

0924

OSL 1145

PHC

0830

54

 

OSL 1120

LOS

1214

OSL 1120

PHC

1115

59

 

OSL 1147

LOS

1347

OSL 1147

PHC

1240

67

 

OSL 1149

LOS

1737

OSL 1149

PHC

1745

-14

02/04/05

OSL 1145

LOS

1302

OSL 1145

PHC

1245

17

03/04/05

OSL 1124

LOS

0823

OSL 1124

PHC

0800

23

 

OSL 1120

LOS

1149

OSL 1120

PHC

1130

19

 

OSL 1145

LOS