Lois Larson
Airports and aviation, in general, can be confusing, especially for those who are unfamiliar with the jargon and terminology used by airport employees and passengers. One such abbreviation is EN, which relates to delays in flights en route to their destination. These en-route delays are usually due to constraints mid-flight, such as weather or aircraft capacity, and it is safer and cheaper to hold the aircraft on the ground before take-off, rather than in the air.
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What You'll Learn
- 'EN' is used in aviation to refer to delays en route to the airport
- Airports use wayfinding to reduce stress and guide passengers
- Airports have three-letter codes assigned by the International Air Transport Association
- Airports use specific technology to manage and organise operational data
- Delays en route are often due to the number of aircraft a controller can handle
'EN' is used in aviation to refer to delays en route to the airport
EN, short for "en-route", is used in aviation to refer to delays that occur on the way to the airport. These delays are distinct from those that happen at the airport itself, known as "airport arrival delays".
En-route delays can be caused by a variety of factors, including weather conditions, air traffic congestion, and constraints en route. For example, if an aircraft needs to divert its course due to a storm, it can cause a delay in arrival time, even if the weather at the destination is clear.
ATC (Air Traffic Control) staffing can also impact en-route delays. There is a limit to the number of aircraft that a controller is allowed to handle at any given time, which can result in delays if there are too many flights in a sector.
To manage en-route delays, the European Network Manager allocates ATFM (Air Traffic Flow Management) departure slots. This is done in collaboration with the local Flow Management Position (FMP) to balance demand and capacity foreseen at airports and en route.
By holding aircraft on the ground and giving them a delayed takeoff time, en-route delays can be minimized. This is not only safer but also more cost-effective, as it prevents fuel burning during potential detours or holding patterns.
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Airports use wayfinding to reduce stress and guide passengers
The airport is often a traveler's first impression of a city, and a stressful experience can set the wrong tone for the entire trip. Wayfinding is an essential part of the airport experience, helping to reduce stress and guide passengers smoothly and safely through the airport.
The security checkpoint is the most stressful part of travel for many passengers. Airport wayfinding guides passengers to the right lanes and provides instructions, helping to speed up the process. Clear transit signage can also direct passengers to city buses, trains, taxi services, rental cars, and tourism services. Wayfinding can even create a fun and engaging experience for travelers, improving the overall travel experience.
In the past, airport wayfinding relied on static or printed signage, such as banners, informational directories, and advertising dioramas. Today, wayfinding has embraced digitalisation, with mobile apps and the potential of facial recognition. Some airports have adopted guide robots equipped with artificial intelligence and facial recognition capabilities, providing personalized wayfinding solutions.
Various technologies are being used to improve wayfinding. For example, Delta Air Lines has introduced a Parallel Reality experience, allowing passengers to visualize tailored content about their journey from one screen. Amsterdam Schiphol Airport employs a colour-coded sign system, stripping signs of non-essential information and classifying information by colour. London Heathrow uses restaurant-style buzzers, given to passengers at check-in, that ping when it is time for their flight.
Wayfinding is particularly important for passengers with disabilities. Initiatives such as IATA's 2023 guidance, which includes best practices for the preparation, loading, securement, and return of mobility aids, help improve the travel experience for passengers with disabilities.
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Airports have three-letter codes assigned by the International Air Transport Association
Airports are identified using three-letter codes, which are commonly known as IATA codes. These are assigned by the International Air Transport Association (IATA). The three-letter codes are used in aviation and logistics to identify airports. For example, JFK is the IATA code for New York's John F. Kennedy International Airport.
The IATA codes are used by travellers and appear on passengers' documents, flight tickets, and luggage tags. They are also used for flight ticketing, baggage handling, and cargo shipping. Every official airport in the world is given a three-letter IATA code.
The IATA codes are distinct from the four-letter codes assigned by the International Civil Aviation Organization (ICAO). The ICAO codes are used globally in flight operations and air traffic control. They are used by pilots and air traffic controllers in their charts, on-board systems, and communications.
In the United States, the Federal Aviation Administration (FAA) assigns its own three or four-letter Location Identifiers (LIDs) to airports within the country. These LIDs are used only in domestic flight operations. The FAA's LIDs can include numbers as well as letters.
The IATA codes are often based on the first three letters of the airport's city. For example, ATL is the code for Hartsfield-Jackson Atlanta International Airport, and MEX is used for Mexico City. The codes can also refer to the city's initials, such as HKG for Hong Kong or SLC for Salt Lake City.
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Airports use specific technology to manage and organise operational data
The term "EN" in the aviation context refers to delays en route or on the way to the destination airport. Airports are complex systems, and technology plays a pivotal role in managing and organising operational data. Airports use specific technologies and software solutions to streamline operations, enhance efficiency, and improve the overall passenger experience.
One prominent vendor of aeronautical software is SITA, whose solutions are used by over 1,000 airports worldwide. SITA offers cloud-based solutions for airport commercial management, including staff and revenue management, marketing, and passenger processing. SITA also provides baggage control solutions, such as bag tagging, tracking, and real-time status updates, improving baggage handling and reducing delays.
Other software providers, like Amadeus IT Group, Leidos, Rockwell Collins, and Siemens, offer airport management systems that optimise daily operations. These systems cover various aspects, such as passenger processing, baggage handling, arrival and departure operations, information distribution, and air traffic control.
Recent advancements in technology have transformed airport operations. Artificial intelligence (AI) and machine learning drive predictive analysis, optimise supply chains, and enhance decision-making. For example, AI chatbots and robotic assistants improve communication with passengers and provide instant assistance. Additionally, the integration of the Internet of Things (IoT) enables centralised control and management of interconnected physical devices, improving overall airport functioning.
Visualisation tools, such as the project undertaken by Nukon at Melbourne Airport, integrate multiple IT and OT systems to present aggregated data on screens. This allows airport staff to identify potential issues or opportunities in real-time, ensuring a seamless passenger journey.
The convergence of robust technologies like AI, machine learning, and IoT significantly increases efficiency and maximises passenger satisfaction. By embracing digital transformation and utilising data analysis, airports can revolutionise their operations, making them safer, more efficient, and responsive to the needs of their passengers.
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Delays en route are often due to the number of aircraft a controller can handle
Delays en route are often due to the number of aircraft a controller can safely handle at any one time. The capacity of the current air traffic control (ATC) system is primarily limited by the maximum number of aircraft that a controller can manage in a sector. This is known as the en-route ATFM delay, which indicates delays on the ground due to constraints en route.
ATC staffing issues are a major factor in congestion and delays. The number of flights has increased dramatically since the US federal government deregulated the airline industry in the 1970s, but the construction of new airports and runways has not kept pace. This has put excessive pressure on the ATC system, which now handles nearly 50,000 flights per day, a number projected to increase further.
To manage this volume of flights and avoid delays, the FAA and NASA have developed modern software, upgraded computers and voice communications systems, and instituted full-scale GPS capabilities to help controllers track and communicate with aircraft. The FAA is also redesigning US airspace to make more room for increased traffic, such as by opening up previously restricted airspace.
In Europe, the Single European Sky ATM Research (SESAR) programme aims to develop new methods, technologies, procedures, and systems to accommodate future air traffic needs. However, European controller unions have been resistant to change, and new technology could threaten their jobs. Ultimately, increasing airport capacity by building new runways and airports is the best way to reduce delays.
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Frequently asked questions
EN is used in aviation to refer to delays en route, meaning delays that occur during the journey as opposed to at the airport.
En-route delays can be caused by a number of factors, including weather problems, aircraft being forced to divert their route, and the number of aircraft one controller is allowed to handle.
IATA is the International Air Transport Association, which designated three-letter codes to airports that are used everywhere from booking platforms to baggage tags.
