aire announcement presentations atc global

3/9/2010

1

Federal AviationAdministration

AIRE AnnouncementAIRE Announcementat ATC Global – Amsterdam

Tuesday, 9 March 2010


1AIRE Announcement, ATC Global – Amsterdam

Agenda10:15 Welcoming remarks

Patrick Ky, Executive Director, SESAR Joint Undertaking

10 25 G i f fli ht th U S ti10:25 Greening of flights, the U.S. perspective

Hank Krakowski, Chief Operating Officer, FAA

10:35 Green aviation in Europe

Daniel Calleja, Director Air Transport Directorate, European Commission

10:50 100 trials later, AIRE programme results unveiled

Alain Siebert, Chief Economist & Environment, SJU



11:05 Insight into an AIRE project

Philippe Eydaleine, Air France Representative to the EU institutions

3/9/2010

2

Agenda11:20 Green operations in Santa Maria Airspace

Augusto Pereira Luis, Presidente & CEO, NAV Portugal

11 35 FAA lt T i l d B fit11:35 FAA results: Trials and Benefits

Thien Ngo, AIRE Programme Manager, FAA

11:50 A multiple domain approach

Alain Siebert, Chief Economist & Environment, SJU

Kevin Chamness, Manager FAA Europe and Global Forums

12:05 Outlook for 2010 & Conclusions



Q & A

Alain Siebert, Chief Economics & Environment, SJU


12:30 End


W l i kWelcoming remarks

Patrick Ky, Executive Director, SESAR Joint Undertaking



3/9/2010

3


G i f fli ht thGreening of flights, the U.S. perspective

Hank Krakowski, Chief Operating Officer, FAA




G i ti i EGreen aviation in Europe

Daniel Calleja, Director Air Transport Directorate, European Commission



3/9/2010

4


100 trials later, AIRE100 trials later, AIRE programme results unveiled




Alain Siebert, Chief Economics & Environment



100 TRIALS LATER, AIRERESULTS UNVEILED

3/9/2010

5

Paris, Stockholm & Madrid

Paris,Stockholm& MadridParis Paris

Iceland & Santa Maria

Activities in 2009

ArrivalDeparture

Surface Surface

En Route Oceanic En Route



3 domains, 5 pioneer locations, 18 partners

100 trials later …

1152 trials later …



3/9/2010

6

353 trials in Paris

Minimizing arrival taxi time

▪ Provide the ATCO arrival coordinator with the parking stand information at least 30’ before landing (earlier than today)

Surface

30 before landing (earlier than today)

▪ Without negative impact on aircraft approach trajectory, use this information on ATC side to improve the landing runway allocation when possible

▪ Measurements concentrated on flights arriving on a remote stand area, during low/medium traffic conditions

09’ 58’’

02’ 37’’

BASELINE

08’ 11’’

EVALUATION

Taxi‐in time reduction 1 i 45



Mean Taxi‐in Time

02 37

Standard

deviation

01’ 56’’

Mean Taxi‐in Time

Standard

deviation

min 45 s. 30 s. savings for the approach trajectory

353 trials in ParisSurface

Minimizing departure taxi time

▪ Perform first tests for decision support tool connected with real traffic

▪ Test the proced re and coordination bet een actors

Taxi time reduction 45 seconds – 1 min per flight

▪ Test the procedure and coordination between actors

▪ Approve start-up and manage taxiing of the flight according to the sequence calculated by the pre-departure sequencing system



flightdeparture throughput was not impacted

3/9/2010

7

353 trials in ParisSurface

Reduced taxi operations

▪ Linked to better taxi time predictability, measure the benefits associated to “Departure Taxiing with one or two engines off “ while assessing the impact:

CO2 saving of 190 –950 KG fli h

Departure Taxiing with one or two engines off , while assessing the impact:

▪ On pilot/ATC procedures including safety,

▪ On surrounding traffic in terms of taxi disturbance and on the surrounding vehicles and staff in terms of jet blast.



950 KG per flight

11 trials in StockholmTerminal

Continuous Descent Approach procedure using RNP-AR

▪ Achieve the minimum CO2 emission by addressing both the lateral as well as the vertical parts of the approachthe vertical parts of the approach.

▪ Minimize track miles while considering noise sensitive areas.

▪ Uplink of individual flight selected descent wind information to enable the aircraft Flight Management System (FMS) to select the best possible Top of Descent (ToD) point in order to achieve an idle continuous descent approach.

▪ Demonstrate that this procedure could be flown in combination with a time constraint to a point inside the TMA in order to demonstrate the aircraft capabilities to fly an efficient descent while also supporting a time request from ATC for sequencing.



3/9/2010

8

11 trials in Stockholm

Noise impact traditional approach (left) vs. new approach (right)

Terminal

CO2 saving of 450 – 950 KG per flight Noise reduction



Noise sensitive area

Procedure expected to be put into operation during 2010

620 trials in Madrid

Continuous Descent Approach procedure

▪ During night time operations.

▪ On the aircraft the e pected STAR as selected b the pilots in FMS before

Terminal

▪ On the aircraft, the expected STAR was selected by the pilots in FMS before descent. When cleared CDA by ATC, pilots checked the cleared STAR in FMS and deselected speed and altitude restrictions associated to the STAR.

▪ Procedure formally started at FL210 (96% from Top of Descent) up to ILS intercept at 3000 ft.

CO2 saving of 250 – 800 KG per flight 25% fuel burn reduction during descent



reduction during descent Procedure expected to be put into day to day operation during 2010

3/9/2010

9

82 trials in ParisTerminal

Continuous Climb Departures

▪ Performed from Charles-De-Gaulle (flight to the USA) and Orly (flights to the Caribbean/West Indies)Caribbean/West Indies).

▪ During low density, day time operations.

▪ Strict adherence to published SIDs. Fights were collaborativelly transferred from ATC center to ATC center always cleared to the requested flight level to allow a continuous climb. At first contact with ATC centers pilots forward the estimated FL and time over the next two waypoints based on the FMS.

CO2 saving of 80 –310 KG per flight Partners in

flight level



discussion on how to best bring CCD into day‐to‐day operations

distance

82 trials in ParisTerminal

Tailored Arrivals and Continuous Descent Approaches

▪ Performed on transatlantic flights arriving into Charles-De-Gaulle (Tailored Arrivals only) and Orly (Tailored Arrivals and CDA) during low densityArrivals only) and Orly (Tailored Arrivals and CDA), during low density operations (night, early morning).

▪ Specially designed new arrival procedures.

▪ Commenced from Top of Descent.

▪ Pilots provided ATC accurate estimated time and flight level over waypoints. Optimization was performed through collaborative decision making (several centers involved including Military)

CO2 saving of 550 –

flight level



1250 KG per flight CDA procedure will be published shortly

distance

3/9/2010

10

48 trials in Santa Maria, PortugalOceanic

Lateral, Vertical and Longitudinal optimization

▪ On Air France flights from Paris to Caribbean West Indies (B777) and also TAP flights between Portugal and North Central and South America (A330)flights between Portugal and North, Central and South America (A330).

▪ Vertical:

▪ The demonstrations were performed on a cruise climb at Mach 0.80, with an average climb rate of 250 ft/min, from flight level 370 to 390, over a distance flown of around 1600 NM.

▪ Lateral:

▪ the pilot was allowed to optimize the route with the most up-to-date meteorological information. After the update of met data, a new flight plan was calculated while the aircraft was in-flight. At this point, in some cases, the route could be optimized and thus a different route was flown.

CO2 saving of 90 – 650 KG per flight The FAA coordination on some of the trails allowed the extension of the flight profile optimisation from Santa



▪ Longitudinal:

▪ the study used the comparison of the flight plans computed with derived constant Mach number and with the actual Cost Index (CI). By definition, flying at Econ Speed (i.e. at given Cost Index) minimizes total costs, it is thus to determine the cost savings obtained by flying at that given Cost Index as compared to flying at a constant Mach number. .

g p pMaria FIR to New York Oceanic FIR. Procedure is now available for use in day‐to‐day operation

38 trials in Reykjavik, IcelandOceanic

Lateral, Vertical and Longitudinal optimization

▪ Flight trials on the route Reykjavik to Seattle (B757)

▪ Icelandair’s flight control e al ated each flight and e ec ted step climb ith▪ Icelandair’s flight control evaluated each flight and executed step climb with reduced rate of climb (approximation of optimized cruise climb), direct routing, and variable speed when desirable.

CO2 saving of 250 –1050 KG per flight Procedure for cruise



Procedure for cruise climb is available for operations

3/9/2010

11

Encouraging results!

1152 trials performed, 5 pioneer locations

Demonstrated C02 saving/flight ranging from 90 to 1250 kgDemonstrated C02 saving/flight ranging from 90 to 1250 kg

Accumulated savings during trials equivalent to 400 Tons of CO2

Integrated project structure with strong environmental focus, boosted crew and controller motivation to implement new ways of working together

3 projects already linked up to take a gate to gate view



Most of the solutions are already in operation or will be introduced within short!

Thank you for your

WWW.SESARJU.EUWWW.FAA.GOV

attention!



3/9/2010

12


Insight into an AIRE projectInsight into an AIRE projectPhilippe Eydaleine, Air France Representative to the EU institutionsCapt Claude Godel, Regulation and International Affairs



AIRE

An EU airline’s perspective

Philippe EydaleinePermanent Representative in Brussels

Capt Claude Godel

24

pRegulation and International Affairs

Aire conferenceMarch 2010, Amsterdam

3/9/2010

13

Aire fits well in our policy

• AIR FRANCE KLM CSR policy

• Addressing key issues with an action plan

our "Climate Action Plan"

25

includes supporting key EU initiatives

Decarbonisation : a key priority for EU 2020 ; Action plans are ready.

1. We support the efforts to reach an international consensus ensuring an industry commitment to combat CC (issue: to reconcile the Chicago Convention (fair treatment of airlines) and the CBDR principle enshrine in the Kyoto protocol)

2. We continue to renew our aircraft fleet and support aviation research on improving energy efficiency

3. We provide our customers with transparent and reliable information on their CO2 emissions and opportunities to compensate them

4. We support NGO environmental protection programs

26

5. We promote research program for renewable energy sources such as sustainable biofuels for aviation

6. We motivate staff by supporting ambitious environmental action plans : optimization of flight trajectory is a key aspect

3/9/2010

14

Non-financial ratings already rank AIR FRANCE-KLM as market leader

• Air France-KLM an acknowledged leader

i CSR

• Award for the best CSR report in F din CSR

For the 5th consecutive year,Air France–KLM sector leader in its category in DJSI World and DJSI STOXX index

France and in the Netherlands in 2009

• Verification of the group social and environmental indicators by KPMG Audit for the second year

27

year.

To reduce fuel consumption is already a business obsession

OPTIMIZED EXPLOITATION ON THE NETWORK

Efficient Airplane

Airspace

ATMWeight reduction

Reduce the emissions of CO2

28

Fuel monitoring Flight management

Promote research programs for biofuels

3/9/2010

15

IATA Four Pillar Strategy

IATA Four Pillar Strategy

ATM a key role for this strategic objective

OperationsOperations Fly More Efficiently

InfrastructureInfrastructure Build & Use Efficient Infrastructure

TechnologyTechnology

29

TechnologyTechnology Invest in New Technology

Economic instrumentsEconomic instruments Use Effective Economic Measures

Key Drivers of Emissions Reductions

It is needed to deliver reduction targets

30

3/9/2010

16

Aire fits well in the aims of a commercial pilot.

With AIRE, once allowed to start, the pilot can:

Taxi straight to the runway, with Follow on with a rolling take-offClimb with no restriction, straight to Be allowed to fly the optimal 4D path: Lateral, Be allowed to change Flight level at Finish the flight with a smooth CDA (e.g. Vacate the runway and taxi straight to

minimum power (0/200/2000! Kg)the optimal Flight LevelVertical and Econ Speed (0%, 1%, 5%!)discretion Tailored arrivals ~ 500kg) the gate with minimum power.

31

4D liberty!…it looks like Free Flight.

AIRE a win/win initiative, fully supported by Pilots

Happy pilots participate in reducing the environmental foot print and… improving business,

• Minimum taxi time means less Taxi Fuel

(0/200/2000kg!),

• Optimal 4D path means less Trip Fuel (0/1%/5%),

• A more predictable path will result in less unforeseen

factors meaning less Contingency Fuel (see SCF)

32

ac o s ea g ess Co ge cy ue (see SC )

• Reduced flight time means reduced operating costs.

3/9/2010

17

AIRE – Gate-to-Gate Green Flight demonstration CDG-MIA

Fly constantly at the optimum

Showcase of all the demonstrations that took place in 2009

33

Performed in collaboration and coordination with :

American Airlines, ADP, French DSNA, NATS, Nav Portugal and FAA

EU commitment and international cooperation are required.

1. Aire is a good example of what should be done

2. SESAR / Nextgen /…need adequate funding (TEN-T, ETS funds)

3. Examples such as (MIA, LAX, CDG)…. show the path to follow

4. We expect an extension in 2010 to all flights on the West Indies

5. We expect to have others stakeholders involved (Canada, etc…)

6. Solutions are performance driven, not technology driven

7 Close cooperation and staff motivation is key

34

7. Close cooperation and staff motivation is key

For more info:

http://sustainability.airfrance.com

[email protected] [email protected]

3/9/2010

18


G ti i S tGreen operations in Santa Maria Airspace

Augusto Pereira Luis, Presidente & CEO, NAV Portugal



ATC Global – Amsterdam March 2010

Green operations in Santa Maria Airspace

3/9/2010

19

CABO VERDE FIR

PIARCO FIR

DAKAR FIR

Challenges:

Short term:

Reduce and rationalise the costs; Reduce and rationalise the costs;

Increase the efficiency, in line with the efforts of others stakeholders;

Long term:

To accommodate the recovery of the traffic growth supporting the capacity increase with a reduction of costs;

To invest in technological innovation;

To promote the interoperability solving the problems with the interface of too much different systems;

To develop Functional blocks;

To carry out effective actions on the environmental issues;

3/9/2010

20

• Direct trajectories with improvement in flight efficiency, fuel savings and emissions reduction.

FREE ROUTE AIRSPACE LISBON FIR (FRAL)

Considering:- an average saving of 3NM per flight and 1.000 daily flights- This means: annual savings of 1.098.000NM and 2.745 flight hours

FREE ROUTE AIRSPACE LISBON FIR BENEFITS

Consequently: - 7.510T of fuel and 23.648T of CO²

(source: ARN/V6 Catalogue, adapted to include flights F245+)

At the current rate for fuel (2009) and CO² allowances, NAV Portugal FRAL saves, annually, the airline industry over

€6M (excluding airframe and crew hours!)

3/9/2010

21

NATCLM PROJECT BACKGROUNDOceanic Trials focus

Illustration source: AIRE Industry Day Progress Update

Santa Maria FIR

Lateral optimizations on flight according to wind changes

3/9/2010

22

Santa Maria FIR Vertical/Horizontal/lateral optimizations

Modern and flexible ATM System

+

Modern FMS managed mode tools+

Deviations according to the Wind changes

+

Aircraft payload reduction in flightAircraft payload reduction in flight

Changes to get better routes / cruise climbs

Less fuel (up to 2%/flight) & CO2 & flight-time

FUTURE IS TODAY

AND ALL OF US ARE NOT ENOUGH!

THANK YOUTHANK YOU

END

Augusto Pereira Luís

NAV Portugal CEO....

3/9/2010

23


FAA lt T i l dFAA results: Trials and Benefits





FAA RESULTS: TRIALS AND BENEFITS

3/9/2010

24

AIRE Objectives

• Hasten development of operational procedures to reduce aviation’s environmental footprint on a “gate-to-gate” basis

• Quantify environmental benefits to aid in formulation of potential business cases

• Accelerate incorporation and worldwide interoperability of procedures/standards

• Capitalize on existing technology on either side of Atlantic



• Identify implementation issues, obstacles, choke points, metrics and solutions, working with our International partners

Demonstration Overview

Demonstrate emissions savings using reroute request that leverage existing procedures

Aircraft also have the opportunity to leverage emissions savings from Advanced Arrivals into Miami

Aircraft fly westbound through Santa Maria (LPPO), New York (ZNY), Miami (ZMI), and Miami TRACON

During the oceanic phase: Reroutes will allow aircraft to operate in more favorable conditions



Flights will be allowed lateral re-routing as requested

3/9/2010

25

Key Partners



Preliminary AIRE Demo Results - OceanicThe FAA analyzed 73 westbound flights (Lufthansa and Air Europa):

– Data from airlines was combined with Ocean21/ATOP data to approximate the actual flight trajectory

– 12 flights excluded due to the lack of a common en-route waypoint (filed plan vs. actual re-routed flight)

– 9 flights excluded due to inconsistent data (e.g., actual flight files were missing reported times)

– 52 flights remained for analysis

Lateral optimization demonstrates a savings of approximately 24,000 kg of fuel or over 460 kg per flight

Equivalent environmental savings of 71 total metric tons of Carbon



Equivalent environmental savings of 71 total metric tons of Carbon Dioxide (CO2) or 1.4 metric tons of CO2 per flight.

3/9/2010

26

Preliminary AIRE Demo Results – Oceanic (Cont.)

Histogram of Percentage Savings Comparing Modeled Filed Fuel Burn to Modeled Actual Re-Routed Fuel Burn

7

8

Histogram: Approximate Savings based on 52 Flights

2

3

4

5

6

Oc

cu

ren

ces



0

1

-1-0

.8-0

.6-0

.4-0

.2 00.

20.

40.

60.

8 11.

21.

41.

61.

8 22.

22.

42.

62.

8 33.

23.

43.

63.

8M

ore

Percentage of Savings Positive Negative

Preliminary Advanced Arrival Results - Overall

City Dates Full TA Partial TA Total RequestsCity Dates Full TA Partial TA Total Requests

SFO 12/07 ‐ 01/10 989 1859 2848

LAX 11/09 ‐ 01/10 40 184 224

MIA* 06/09 ‐ 12/09 19 51 70



* Part of 2009 AIRE demonstrations

3/9/2010

27

Preliminary Advanced Arrival Results - Miami

Aircraft Type

SUMRS

Standard Arrival

Tailored Arrival

Difference

Modeled Average 747-400 Operational Differences; HILEY via SUMERS only

•The fuel consumption represents flights from the SUMRS waypoint



Arrival

747-400 (carrier A)

4171 kg

(9196 lb)

3820 kg

(8422 lb)

-351 kg

(-774 lb)

747-400 (carrier B)

4425 kg

(9754 lb)

4027 kg

(8878 lb)

-398 kg

(-877 lb)

•Airbus data collected – currently being analyzed

•Equivalent environmental savings of 1.0 –1.2 metric tons of CO2 saved per flight

Conclusions

Lateral optimizations have demonstrated savings

SSavings realized even with partial TAs

Lessons learned:– Need better meteorological data

– Strive for consistent data

– Develop a common approach for methodology/metrics to present



benefits

3/9/2010

28


A multiple domain approachp pp

Kevin Chamness, Manager FAA Europe and Global ForumsAlain Siebert, Chief Economics & Environment, SESAR JU



Kevin Chamness, Manager FAA Europe and Global Forums




A MULTIPLE DOMAIN APPROACH

3/9/2010

29

Already preparing the next phase, a practical example

Paris Miami

Surface Surface

En Route Oceanic En Route

ArrivalDeparture



Linking up all domains, one route, 9 partners

Efficiency Mechanisms Cover All PhasesEfficiency Mechanisms Cover All Phases



3/9/2010

30

CDG

AIREGate-to-GateGreen Flight

Coordinated departure fromgate to reduce taxi time

Aéroports de ParisTaxi to runway with

1 or 2 Engines off

Aéroports de Paris

Optimized mach speed blockDuring en route transit

DSNA/Nav Portugal

MIA

New YorkOceanic

Santa MariaOceanic

Departure optimization withCruise-climb to altitude

DSNA

Coordinated transfer fromNAV Portugal to FAA control

in the Santa Maria FIR

FAA/Nav Portugal

Optimized oceanic procedureswithin the New York FIR

FAA

Transition to an optimized arrival procedure into MIA

FAA

FAA



FAA AIRE SESAR Joint Undertaking

in the Santa Maria FIRPerform Tailored Arrival orOptimized Profile Descent


Outlook for 2010 & Conclusions

Thien Ngo, AIRE Programme Manager, FAAAlain Siebert, Chief Economics & Environment, SJU



3/9/2010

31

Alain Siebert, Chief Economics & Environment, SJUThien Ngo, International Air Traffic Interoperability Project Manager, FAA



OUTLOOK FOR 2010 AND BEYOND

Moving forward

Strong emphasis on validation leading to implementation

Call for tender to support expansion of the programme

Domains expanded to cover En-Route and incentive for projects that take a “Gate-to-Gate” perspective

Activities foreseen to cover the whole ICAO North Atlantic region

M t iti f li ki ith US i iti ti



More opportunities for linking up with US initiatives

3/9/2010

32

Joint SESAR/FAA AIRE Activities Geographical/Partnership Scope

Perform eastbound flight demonstrations Conduct Gate-to-Gate demonstrations Expand participation of ANSPs, airports (city pairs), airlines,

business aviation & military flights

Technical Scope Include vertical component and/or speed optimization Integrate advanced arrivals into Europe



Program Scope Optimize procedures to facilitate transition to operational use Standardize data collection & baseline definitions Develop common approach for metrics and safety cases

Thank you for your

WWW.SESARJU.EUWWW.FAA.GOV

attention!



aire announcement presentations atc global

Documents

atc global amsterdam

global forums12

aire100 trials

partners100 trials

chief economist environment

aire programme manager

chief operating officer

unveiledalain siebert