IATA delay codes were created to standardise the reporting by of delays.Previously, every airline had its own system, which made the sharing and aggregation of flight delay information difficult. Standardised the flight delay reporting format by using codes that attribute cause and responsibility for the delay; this supports aviation administration and logistics and helps to define any penalties arising. These codes are used in movement messages sent electronically by from the departure airport to the destination airport and also in the internal administration of the airlines, airports and ground handling agents.An incurs costs, consequently airlines plan operations to. It is common practice for and to have contracts based on a system, penalising the causative agent for delays caused. Delay code properties cover nine category sets for delay.
ATA 31 Indicating/Recording Systems. Time Limited Dispatch - Some MMEL 's for aircraft that are equipped with FADEC. Items in this category shall be repaired within the time interval specified in the 'Remarks or Exceptions' column of the air operator's approved MEL. Whenever the proviso in the 'Remarks or Exceptions' column of the MMEL states cycles or flight time, the time interval begins with the next flight.
Each category set can be described using either a two digit number code or a two letter alpha code; most airlines use the numeric format but some prefer the alpha. Many airlines further subdivide the IATA codes with an additional character, for more granular delay analysis, but these are not standardized.
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Contents.Delay Codes starting with 0 (internal) Delay codes starting with 0 are used for internal airline purposes.
Article InformationCategory:AirworthinessContent source:SKYbraryContent control:SKYbraryPublication Authority:SKYbraryDefinitionA numerical technical classification of all the systems and sub systems on an aircraft which is universally used in. It was developed by the former Air Transport Association (ATA) since renamed Airlines for America (A4A). Following its first issue in 1956, the classification has been adopted industry-wide in aircraft engineering and maintenance documentation. It is based on 100 numbered categories grouped into 'Chapters' within which there are numbered sections and sub sections. This original classification, the ATA ‘spec 100’ was last revised in 1999 and in 2000 it was incorporated with another ATA 'spec 2100' which had been developed to define specifications for electronic technical data interchange into a new ATA 'iSpec 2200' called 'Information Standards for Aviation Maintenance'. At issue, the ATA described 'iSpec 2200' as 'a global aviation industry standard for the content, structure, and electronic exchange of aircraft engineering, maintenance, and flight operations information'.
It consists of a suite of data specifications pertaining to maintenance requirements and procedures, aircraft configuration control, and flight operations.Related Articles.