3/9/2010
Federal Aviation Administration
AIRE Announcement at ATC Global – Amsterdam Tuesday, 9 March 2010
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AIRE Announcement, ATC Global – Amsterdam
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Agenda 10:15
Welcoming remarks Patrick Ky, Executive Director, SESAR Joint Undertaking
10 25 10:25
G Greening i off flights, fli ht th the U.S. U S perspective ti 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
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Agenda 11:20
Green operations in Santa Maria Airspace Augusto Pereira Luis, Presidente & CEO, NAV Portugal
11 35 11:35
FAA results: lt Trials T i l and d Benefits B fit 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 Thien Ngo, AIRE Programme Manager, FAA
12:30
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Federal Aviation Administration
W l Welcoming i remarks k Patrick Ky, Executive Director, SESAR Joint Undertaking
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Greening G i off flights, fli ht the th U.S. perspective Hank Krakowski, Chief Operating Officer, FAA
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G Green aviation i ti in i Europe E Daniel Calleja, Director Air Transport Directorate, European Commission
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100 trials later, AIRE programme results unveiled Alain Siebert, Chief Economics & Environment, SJU
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Alain Siebert, Chief Economics & Environment
100 TRIALS LATER, AIRE RESULTS UNVEILED Federal Aviation Administration
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Activities in 2009 Paris
Iceland & Santa Maria
Paris, Stockholm & Madrid En Route Departure
Oceanic
Paris, Stockholm & Madrid
Paris
En Route Arrival
Surface
Surface
3 domains, 5 pioneer locations, 18 partners
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100 trials later … 1152 trials later …
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Surface
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) 30
▪ 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
BASELINE
09’ 58’’ 02 02’ 37 37’’
Mean Standard deviation Taxi‐in Time
EVALUATION 08’ 11’’ 01’ 56’’
Mean Standard Taxi‐in Time deviation
Federal Aviation Administration
Taxi‐in time reduction 1 min 45 s. i 45 30 s. savings for the approach trajectory
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Surface
353 trials in Paris Minimizing departure taxi time ▪ Perform first tests for decision support tool connected with real traffic ▪ Test the proced procedure re and coordination bet between een actors ▪ Approve start-up and manage taxiing of the flight according to the sequence calculated by the pre-departure sequencing system
Taxi time reduction 45 seconds – 1 min per flight departure throughput was not impacted
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Surface
353 trials in Paris 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: “Departure
▪ 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.
CO2 saving of 190 – 950 KG 950 KG per flight fli h
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Terminal
11 trials in Stockholm 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 approach 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.
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Terminal
11 trials in Stockholm Noise impact traditional approach (left) vs. new approach (right)
CO2 saving of 450 – 950 KG per flight Noise reduction Procedure expected to be put into operation during 2010
Noise sensitive area
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Terminal
620 trials in Madrid Continuous Descent Approach procedure ▪ During night time operations. ▪ On the aircraft aircraft, the e expected pected STAR was as selected b 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
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Terminal
82 trials in Paris Continuous Climb Departures ▪ Performed from Charles-De-Gaulle (flight to the USA) and Orly (flights to the Caribbean/West Indies). 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.
flight level
CO2 saving of 80 – 310 KG per flight Partners in discussion on how to best bring CCD into day‐to‐day operations
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Terminal
82 trials in Paris Tailored Arrivals and Continuous Descent Approaches ▪ Performed on transatlantic flights arriving into Charles-De-Gaulle (Tailored Arrivals only) and Orly (Tailored Arrivals and CDA) 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) flight level
CO2 saving of 550 – 1250 KG per flight CDA procedure will be published shortly
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Oceanic
48 trials in Santa Maria, Portugal Lateral, Vertical and Longitudinal optimization ▪ On Air France flights from Paris to Caribbean West Indies (B777) and also TAP flights between Portugal and North North, Central and South America (A330) (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:
CO2 saving of 90 – 650 KG per flight ▪ the pilot was allowed to optimize the route with the most up-to-date The FAA coordination on some of the 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, trails allowed the extension of the the route could be optimized and thus a different route was flown. flight profile optimisation g p p from Santa ▪ Longitudinal: Maria FIR to New York Oceanic FIR. ▪ the study used the comparison of the flight plans computed with derived Procedure is now available for use in constant Mach number and with the actual Cost Index (CI). By definition, day‐to‐day operation 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. . Federal Aviation Administration
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Oceanic
38 trials in Reykjavik, Iceland Lateral, Vertical and Longitudinal optimization ▪ Flight trials on the route Reykjavik to Seattle (B757) ▪ Icelandair’s flight control eevaluated al ated each flight and executed e ec ted step climb with ith 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
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Encouraging results! 1152 trials performed, 5 pioneer locations Demonstrated 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!
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Thank you for your attention! WWW.SESARJU.EU WWW.FAA.GOV
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Insight into an AIRE project Philippe Eydaleine, Air France Representative to the EU institutions Capt Claude Godel, Regulation and International Affairs
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AIRE An EU airline’s perspective Philippe Eydaleine Permanent Representative in Brussels Capt p Claude Godel Regulation and International Affairs
Aire conference March 2010, Amsterdam 24
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Aire fits well in our policy
• AIR FRANCE KLM CSR policy • Addressing key issues with an action plan
our "Climate Action Plan" includes supporting key EU initiatives
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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 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 26
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Non-financial ratings already rank AIR FRANCE-KLM as market leader
窶｢ Air France-KLM an
窶｢ Award for the best
acknowledged leader
CSR report in F France and d in the Netherlands in 2009
i CSR in For the 5th consecutive year, Air France窶適LM sector leader in its category in DJSI World and DJSI STOXX index
窶｢ Verification of the group social and environmental indicators by KPMG Audit for the second year year.
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To reduce fuel consumption is already a business obsession
OPTIMIZED EXPLOITATION ON THE NETWORK Efficient Airplane Airspace
Weight reduction
ATM
Reduce the emissions of CO2
Fuel monitoring
Flight management
Promote research programs for biofuels 28
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ATM a key role for this strategic objective IATA Four Pillar Strategy IATA Four Pillar Strategy
Operations
Fly More Efficiently Infrastructure Build & Use Efficient Infrastructure Technology Invest in New Technology Economic instruments Use Effective Economic Measures
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It is needed to deliver reduction targets
Key Drivers of Emissions Reductions
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Aire fits well in the aims of a commercial pilot.
With AIRE, once allowed to start, the pilot can: Vacate the to runway and taxi straight Taxi straight Be to Follow allowed the Climb runway, on Finish to with Be with flyallowed no the the with a rolling restriction, optimal flight with take-off change 4Dstraight apath: smooth Flight Lateral, toCDA level (e.g. at to the gate with minimum power. minimum Vertical powerthe (0/200/2000! and optimal Tailored Econ discretion Flight Speed arrivals Kg) Level (0%, ~ 500kg) 1%, 5%!)
4D liberty!…it looks like Free Flight. 31
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 ac o s meaning ea g less ess Co Contingency ge cy Fuel ue (see SC SCF)) Reduced flight time means reduced operating costs.
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AIRE – Gate-to-Gate Green Flight demonstration CDG-MIA
Fly constantly at the optimum Showcase of all the demonstrations that took place in 2009
Performed in collaboration and coordination with : American Airlines, ADP, French DSNA, NATS, Nav Portugal and FAA 33
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 7. For more info: http://sustainability.airfrance.com pheydaleine@airfrance.fr
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Green operations G ti in i Santa S t Maria Airspace Augusto Pereira Luis, Presidente & CEO, NAV Portugal
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ATC Global – Amsterdam March 2010
Green operations in Santa Maria Airspace
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CABO VERDE FIR PIARCO FIR DAKAR FIR
Challenges: Short term: 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;
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FREE ROUTE AIRSPACE LISBON FIR (FRAL) • Direct trajectories with improvement in flight efficiency, fuel savings and emissions reduction.
FREE ROUTE AIRSPACE LISBON FIR BENEFITS 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 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!)
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NATCLM PROJECT BACKGROUND Oceanic Trials focus
Illustration source: AIRE Industry Day Progress Update
Santa Maria FIR Lateral optimizations on flight according to wind changes
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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 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 YOU END Augusto Pereira Luís NAV Portugal CEO....
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FAA results: lt T Trials i l and d Benefits Thien Ngo, AIRE Programme Manager, FAA
Thien Ngo, AIRE Programme Manager, FAA
FAA RESULTS: TRIALS AND BENEFITS Federal Aviation Administration
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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
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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
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Key Partners
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Preliminary AIRE Demo Results - Oceanic The 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 Dioxide (CO2) or 1.4 metric tons of CO2 per flight.
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Preliminary AIRE Demo Results – Oceanic (Cont.) Histogram of Percentage Savings Comparing Modeled Filed Fuel Burn Histogram: Approximate Savings based on 52 Flights to Modeled Actual Re-Routed Fuel Burn 8
7
6
Occurences
5
4
3
2
1
Percentage of Savings
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Positive
3. 8 M or e
3. 6
3. 4
3
3. 2
2. 6
2. 8
2. 4
2
2. 2
1. 8
1. 4
1. 6
1
1. 2
0. 8
0. 4
0. 6
0
0. 2
-0 .4
-0 .2
-0 .8
-0 .6
-1
0
Negative
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Preliminary Advanced Arrival Results - Overall
City
Dates
Full TA Full TA
Partial TA Partial TA
Total Requests 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
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Preliminary Advanced Arrival Results - Miami
Modeled Average 747-400 Operational Differences; HILEY via SUMERS only Aircraft Type
SUMRS Standard Arrival
Tailored Arrival
Difference
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)
Federal Aviation Administration
•The fuel consumption represents flights from the SUMRS waypoint •Airbus data collected – currently being analyzed •Equivalent environmental savings of 1.0 – 1.2 metric tons of CO2 saved per flight AIRE Announcement, ATC Global – Amsterdam
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Conclusions Lateral optimizations have demonstrated savings Savings 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
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Federal Aviation Administration
A multiple p domain approach pp Kevin Chamness, Manager FAA Europe and Global Forums Alain Siebert, Chief Economics & Environment, SESAR JU
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Kevin Chamness, Manager FAA Europe and Global Forums Alain Siebert, Chief Economics & Environment, SJU
A MULTIPLE DOMAIN APPROACH Federal Aviation Administration
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Already preparing the next phase, a practical example Miami
Paris En Route Departure
Oceanic
En Route Arrival
Surface
Surface
Linking up all domains, one route, 9 partners
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Efficiency Mechanisms Cover All Phases
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Aéroports de Paris
AIRE Gate-to-Gate Green Flight
Aéroports de Paris
Taxi to runway with 1 or 2 Engines off
Coordinated departure from gate to reduce taxi time
DSNA/Nav Portugal Optimized mach speed block During en route transit
CDG
FAA
FAA
DSNA
Optimized oceanic procedures within the New York FIR
Transition to an optimized arrival procedure into MIA
Departure optimization with Cruise-climb to altitude
New York Oceanic
FAA/Nav Portugal
MIA Santa Maria Oceanic
FAA
Coordinated transfer from NAV Portugal to FAA control in the Santa Maria FIR
Perform Tailored Arrival or Optimized Profile Descent
FAA AIRE Federal Aviation Administration
SESAR Joint Undertaking
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Federal Aviation Administration
Outlook for 2010 & Conclusions Thien Ngo, AIRE Programme Manager, FAA Alain Siebert, Chief Economics & Environment, SJU
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Alain Siebert, Chief Economics & Environment, SJU Thien Ngo, International Air Traffic Interoperability Project Manager, FAA
OUTLOOK FOR 2010 AND BEYOND Federal Aviation Administration
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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
More M opportunities t iti for f linking li ki up with ith US initiatives i iti ti
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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 Federal Aviation Administration
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Thank you for your attention! WWW.SESARJU.EU WWW.FAA.GOV
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