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ATM network performance: Melbourne

Airborne delay

The 75th percentile performance figures for airborne delay at Melbourne are indicated in Figure 6. September performance (1.0 minute median and 4.4 minutes 75th percentile) did not meet the targets. Compared to the same month last year, there was a decrease in the airborne delay median (from 1.5 minutes) and 75th percentile (from 4.8 minutes) performance. The long‑term trend for airborne delay at Melbourne is upwards. However, the 24-month trend is flat..

Figure 6: Melbourne airborne delay 75th percentile (last 24 months)

Click image to enlarge

Notable events

The following commentary describes the most significant airborne delay events during September in Melbourne.

02 September (1800-1900 local) – Delay 5.3 minutes

  • Concentration of demand due to late non‑compliant flights during a busy period.

06 September (1600-1800 local) – Delay 8.9 minutes

  • Concentration of demand due to late non‑compliant flights during a busy period.
  • Decreased capacity due to an extended period of single runway operations did not allow the concentration to be absorbed which resulted in increased airborne delay.

14 September (1700-2000 local) – Delay 13.5 minutes

  • Decreased capacity due to winds preventing anticipated Land and Hold Short Operations (LAHSO) during busy period.
  • Tactical rates decrease by six slots an hour for two hours.
  • Level 2 GDP Revision conducted at 1845 with rate reduced by six for an additional hour.

23 September (1600-1800 local) – Delay 8.4 minutes

  • Concentration of demand due to late arrival of several compliant and non‑compliant flights.
  • Decreased capacity due to an extended period of single runway operations did not allow the concentration to be absorbed which resulted in increased airborne delay.

25 September (0800-0900 local) – Delay 5.8 minutes

  • Concentration of demand due to off‑schedule international arrivals during a busy period.

27 September (1600-2100 local) – Delay 13.1 minutes

  • Concentration of demand due to late arrival of several compliant and non‑compliant flights at the beginning of a peak period.
  • Low capacity due to an extended period of single runway operations did not allow the concentration to be absorbed which resulted in increased airborne delay.
  • Capacity was further decreased by the earlier than forecast arrival of strong winds which prevented anticipated LAHSO at the beginning of a busy period.

30 September (1900-2000 local) – Delay 5.4 minutes

  • Concentration of demand due to late non‑compliant flights during a busy period.
  • Decreased capacity due to an extended period of single runway operations did not allow the concentration to be absorbed which resulted in increased airborne delay.