# ASPM Operational Performance Review: Definitions of Variables

From ASPMHelp

The following definitions define the fields in ASPM Operational Performance Review Dashboard:

**% Capacity Utilized 0700-2200 Local.**The number of flights that arrive and depart in a given period as a percent of the sum of the Airport Departure Rate (ADR) and the Capacity AAR (Airport Arrival Rate).**% Capacity Utilized During Peak Period.**Operations (departures plus arrivals) divided by Capacity (departure rate plus arrival rate) during peak periods.**% Capacity Utilized Overall.**The number of flights that arrive and depart in a given period as a percent of the sum of the Airport Departure Rate (ADR) and the Capacity AAR (Airport Arrival Rate).**3-Year Average.**The average for the same time period in the previous three years. Does not include the time period being analyzed.**3-Year Same Day Average.**The average for the same day of the week for the previous three years. If report date is Jan 19, Thursday, then the average includes all Thursdays within the past three years including Jan 19th itself.**Accuracy of Runway Configurations.**100% minus the percent of operations observed on runway ends not in the reported configuration**Air Carrier Operations.**The subset of Total Operations reported by OPSNET as Air Carrier (AC).**Air Taxi Operations.**The subset of Total Operations reported by OPSNET as Air Taxi (AT).**Airport Operations.**The number of operations (departures plus arrivals) at the selected airport.**Average Airborne Delay (Min.).**The sum of positive differences between the Actual Airborne Time and the Flight Plan Estimated Time Enroute (ETE), in minutes, divided by the total number of arrivals.**Average Daily Arrival Capacity.**Total Arrival Capacity (arrival rate) divided by the number of days per period.**Average Daily Arrival Demand.**Total TAER demand divided by the number of days.**Average Daily Arrivals.**Total Arrivals divided by the number of days.**Average Daily Capacity (ADC).**The sum of the hourly called arrival and departure rates per day, divided by the number of days.**Average Daily Capacity.**Total Capacity (Departure Rate plus Arrival Rate) over the number of days.**Average Daily Total Demand.**Total SAER Demand divided by the number of days.**Average EDCT Delay.**The average minutes of delay per flight for flights issued an EDCT (Estimated Departure Clearance Time) due to a traffic management program.**Average Excess Minutes 100 to 40 Miles.**The average difference between the actual and unimpeded time from 40 miles miles to wheels on. The unimpeded time is the average time in the previous 12-months for the 20% of flights with the shortest travel distance from the 100 to 40, for a given 40 mile crossing point, equipment type, weight class, meteorological conditions, and runway configuration.**Average Excess Minutes 40 Miles to Wheels On.**The average difference between the actual and unimpeded time from 40 miles to wheels on. The unimpeded time is the average time in the previous 12-months for the 20% of flights with the shortest travel distance from the 100 to 40, for a given 40 mile crossing point, equipment type, weight class, meteorological conditions, and runway configuration.**Average Flight Plan Arrival Delay (Min.).**The sum of Gate Arrival Delay minutes for delays of one minute or more compared to the Flight Plan, divided by the total number of arrivals.**Average Minutes per Ground Stop.**The average minutes of delay for aircraft included in a Ground Stop and delayed for 15 or more consecutive minutes as reported by OPSNET.**Average Schedule Arrival Delay (Min.).**The sum of Gate Arrival Delay for delays of one minute or more compared to the scheduled arrival time, divided by the total number of arrivals.**Average Schedule Delay Per Delayed Arrival (Min.).**The sum of Gate Arrival Delay of 15 minutes or more compared to the scheduled arrival time, divided by the number of arrivals delayed 15 minutes or more.**Average Taxi In Time (Min.).**The sum of the Taxi In Time (Gate In minus Wheels On) for all arrivals divided by the number of arrivals, in minutes.**Average Taxi Out Time (Min.).**The sum of the Taxi Out Time (Wheels Off minus Gate Out) for all departures divided by the number of departures, in minutes.**Center Operations.**Domestic and oceanic departures and overflights and total aircraft handled by ARTCCs and CERAPs as reported by OPSNET.**Difference.**The difference in value between the current time period and the base time period (3-Year Average, 3-Year Same day Average, or the Target). Computed by subtracting the base value from the value in the current time period.**Diversions.**Counts of flight diversions as detected by an algorithm written by Mitre.**Equipment.**On the AERO report, the Equipment icon displays a value for the % Adjusted Operational Availability. Adjusted Operational Availability is the ratio of total available hours minus outage time.**Equipment Delays.**The number of OPSNET Delays (15 minutes or more) due to Equipment.**General Aviation Operations.**The subset of Total Operations reported by OPSNET as General Aviation (GA).**Go Around.**An aborted landing of an aircraft on final approach*. The reported numbers do NOT include Military, HELO, "Touch and Go", unknown, or untagged operations. For more information about Go Arounds, see Go Around: Defined Business Rules.***Miles in Trail Restrictions.**A measure of the extent of Miles-In-Trail restrictions due to all causes (Volume, Wx, Equipment, and Other) by requesting facility (TRACON or En Route Center) expressed as minute-miles. Minute-miles are calculated by multiplying the severity of the MIT restriction (in miles) by the duration of the MIT restriction (in minutes). For example, a 20 miles-in-trail restriction lasting 30 minutes = 600 minute/miles. Source: NTML.**Military Operations.**The subset of Total Operations reported by OPSNET as Military (MI).**Number of Peak Periods.**Number of quarter-hours where SAER Demand is higher than Capacity (sum of facility-reported arrival and departure rates). For more information on SAER Demand, see SAER.**OPSNET Total Delays.**Number of OPSNET-reported delays (15 minutes or more) for the period. Source: OPSNET. See Types of Delay.**OPSNET Total Operations.**Airport Operations: IFR itinerant and VFR itinerant operations (arrivals and departures), and local operations at the airport as reported by Air Traffic Control Towers (ATCTs). It does not include overflights. TRACON Operations: IFR and VFR itinerant operations and overflights worked by the TRACON. Center Operations: Domestic and oceanic departures and overflights and total aircraft handled by ARTCCs and CERAPs. Source: OPSNET.**Other Delays.**The subset of OPSNET Delay due to Other reasons. See Types of Delay.**Percent Difference.**The percent difference between the value in the current time period and the base time period (3-Year Average, 3-Year Same day Average, or the Target). Calculated by dividing the difference by the base value.**Percent On Time Gate Arrivals.**The percent of flights that arrived less than 15 minutes late compared to the scheduled arrival time.**Percent On Time Gate Departures.**The percent of flights that departed less than 15 minutes after the scheduled departure time.**Runway Delays.**The number of OPSNET Delays due to closed runways or taxiways. See Types of Delay.**SET (Spacing Efficiency Tool).**The SET index (the value displayed on the AERO report) is the average distance over and above the required separation between successive arrivals on final approach) of aircraft at an airport. For more information about SET, see Spacing Efficiency Tool (SET).**TAER.**The Terminal Area Efficiency Rate (TAER) measures the arrival efficiency of flights from 100 miles out to Wheels On for a given time period. It is calculated by dividing the actual number of arrivals by the lesser of the facility set arrival rate or the number of units of demand, and is reported as a percentage not to exceed 100. The facility-set arrival rate is the maximum rate that the airport can safely handle given the current conditions. Therefore, the airport’s TAER score is not penalized when demand exceeds the facility set arrival rate. Start of Demand = 100-mile Crossing Time + Estimated Time from the 100-mile circle to the 40-mile circle + unimpeded Mean Time from the 40-mile circle to Wheels On. End of Demand = Wheels-On Time. A single flight produces more than one demand unit when the difference between the Estimated Wheels On and Actual Wheels On Time spans more than one quarter hour period.**Volume Delays.**The subset of OPSNET Delay due to Volume. See Types of Delay.**Weather Delays.**The subset of OPSNET Delay due to Weather. See Types of Delay.**Weather Severity.**The severity of the weather for the hour as evaluated by ASPM Weather Factors. Green indicates None; Yellow, Minor; Orange, Moderate; and Red, Severe. For Minor, Moderate and Severe conditions, the factors that contributed to the classification (any factors categorized as Minor, Moderate, or Severe) are displayed in abbreviated forms: CIG, low ceilings; VIS, low visibility; WND, high wind speed; LWX, local weather phenomena such as snow or mist; NTS, nearby thunderstorms; ETS, En Route Thunderstorms (not reported until the end of the month); OWX, OPSNET Weather Delays (not currently available next day).