Accelerating Air Traffic Management Efficiency: A Call to Industry
Contents 2_3
1_ Foreword_p4
2_ Overview_p6
3_ Critical Actions_p7
4_ Background_p8
5_ Interdependencies and ATM Efficiency_p10
5.1_RecognisingtheInterdependencies_p105.2_UnderstandingInefficienciesbyPhaseofFlight_p13 5.2.1_PlanningandGateDeparture_p15 5.2.2_Taxi-Out/Taxi-In_p15 5.2.3_DeparturePhase_p15 5.2.4_Cruise(enroute)Phase_p16 5.2.5_EnRouteLongHaulandOceanic Flights_p16 5.2.6_DescentPhase_p20
6_ Opportunities to Reduce Inefficiencies in Each Phase of Flight_p22
6.1_PlanningandPre-Flight_p226.2_GateDepartureandTaxi-out_p226.3_Departures_p226.4_EnRouteandOceanicAirspace_p226.5_Descent_p236.6_StakeholderInvolvement_p24
7_ Current Efficiency Improvements Worldwide_p25
7.1_Europe_p257.2_Americas_p277.3_AsiaPacific_p297.4_Eurasia_p307.5_Africa–IATAservice_p317.6_MiddleEast_p327.7_Oceanic&RemoteRegions_p337.8_CollaborationAmongRegions_p34
8_ Opportunities for Stakeholder Collaboration for ATM Efficiency Improvement_p36
9_ Industry Challenge and Next Steps_p38
9.1_SharingofBestPractices_p389.2_CollaborationisKey_p399.3_Let’sStartToday_p39
10_ Glossary_p41
Appendix A_ European Airport CDM Projects_p43
Appendix B_ AMAN tools in use by airports and ANSPs in Europe_p43
©CopyrightBoeing&CANSO2012
Thiswhitepaperisforinformationpurposesonly.Whileeveryefforthasbeenmadetoensurethequalityandaccuracyofinformationinthispublication,itismadeavailablewithoutanywarrantyofanykind.
www.canso.orgwww.boeing.com
1Foreword
Despiteinterdependencieswithsafety,capacity,weatherconstraints,andindividualstakeholdergoals,today’sAirTrafficManagement(ATM)systemisalreadyhighlyoptimised.Thereis,however,roomforimprovement–especiallyrelatedtoATMinitiativesthattakeadvantageofcurrentaircraftequipage.
Inthespiritofcontinuousimprovement,inJune2010,theCivilAirNavigationServicesOrganisation(CANSO)andTheBoeingCompanyembarkedonanambitiousplantoimprovestakeholders’understandingofthecomplexneartomid-termchallengesassociatedwithoperationalimprovements.
PartsoftheATMsystemareapproachingmaximumcapacity.Currentpolicyandprocedureswillnotsustainfuturegrowthandlocalcommunitiesmustbepartofthefutureofairportgrowth.Itisvitallyimportantthattheindustrycollaborateonthemeasuresusedtoidentifywherecapacityandefficiencycanstillbeimproved.Asdemandcontinuestooutstripcapacityinthenear-tomid-term,weneedspecificfocusonhowtotakeadvantageofexistingaircraftcapabilitiestomanagetrafficincongestedenvironmentsinamorefuelefficientmanner.
ATMperformanceiscomplex.InterdependenciesdriveupfuelburnandcompetingbusinessobjectivesplacestressontheATMsystem.AirlinesandANSPsneedtoagreeoncommongoalsthatrewardairlineinvestmentbutsupportANSPgoalstoimprovesystem-widefuelefficiencyatalowercost.CANSOandBoeingbelievethatitistheresponsibilityofallstakeholderstobringtheirbusinessobjectivestothetableandworkwithANSPsandotherstakeholderstobuildtruefuturesustainability.TheInternationalaviationindustrymustincreasecollaborationtocorrectlydiagnosetheproblems,setcommonoperationalgoals,andprioritisefocusareasthatwilldriverealATMfuelefficiency.
Sharingbestpractices,whilesimultaneouslydevelopingnewoperationalproceduresandconductingcollaborativetrialsarethebehaviouralactivitiesneededtoleveragetechnicalachievements.This“whitepaper”highlightswheretheseprogressiveactivitiesarecurrentlyhappening,wherecollaborationisdeliveringchange,andwhereagreementaroundthemetricsandmeasureshasledtogreaterunderstandingofthecomplexityoffuelburnandsystemwideefficiency.
ThecurrentworldwideATMsystemfuelefficiencyisestimatedbyCANSOtobebetween92and94percent.CANSOhasalsosetanAspirationalGoalfor2050forATMsystemefficiencyofbetween95to98percent.Webelievetherearebestpracticesinplaceandkeytrialsunderwayaroundtheworldthatcanbethebasisforacceleratedimprovements.ThispaperiscomplementarytotheNextGenerationAirTransportationSystem(NextGen)andSingleEuropeanSkyATMResearch(SESAR)programmeleadbytheSESARJointUndertaking,ATMimprovementplans.ThispaperisalsocomplementarytotheICAOAviationSystemBlockUpgrades(ASBU)initiativeasaframeworkforglobalATMharmonisation.
CANSOandTheBoeingCompanyarecommittedtochallengingthestatusquobypromotingexamplesofwherepositivechangehastakenplace.This“CalltoIndustry”promotescollaborationasthecoreoftrueaviationsustainabilityandchallengesallstakeholderstocometothetable,readytolearn,toshare,andtocreatechange.
Accelerating Air Traffic Management Efficiency:ACalltoIndustry
CANSOandTheBoeingCompanyFebruary2012
Accelerating Air Traffic Management Efficiency: A Call to Industry
1 Foreword
4_5
2Overview
ThispaperisajointBoeing/CANSO“CalltoIndustry”forstrongercollaborationtoimproveworldwideAirTrafficManagement(ATM)efficiency.Withtheincreaseddemandforenvironmentalstewardship,theentireaviationindustryislookingateveryopportunitytoreduceitsnetcarbonfootprintthroughnewaircraftdesignsandalternativefuelsinconjunctionwithmoreefficientoperationsthatminimisefueluseandreducedelays.Thispaperonlyexaminesthecollaborationrequiredbyallstakeholderstoaccelerateairtrafficoperationsefficiencyimprovements.Thepaceofchangeandimplementationmustbesteppeduptomeetamedium-rangeaspirationalgoalof94-95%1ATMefficiencyby2025,consistentwiththeoriginalCANSOaspirationalgoalof95-98%ATMefficiencyby2050.
WefullysupporttheairtrafficefficiencytransformationalobjectivesoftheUnitedStates’FederalAviationAdministration’s(FAA)NextGenProgramme,Eurocontrol’sSESARprogramme,andtheleadershipshownbytheInternationalCivilAviationOrganization(ICAO)incoordinatinginternationalefficiencyimprovementsbyhighlightingtheneedforAviationSystemBlockUpgrades(ASBU).ThisreportsupportsthesuccessofthesecomplexactivitiesrelativetoATMfuelefficiencyandprovidesinformationandguidanceonhowtogloballyaccelerateprogresstodeliverfurtherATMefficiencyimprovements.
TheAirNavigationServiceProvider(ANSP)communityhashaditsshareofchallengesdeliveringcapabilitytotheATMcommunity.Thereareopportunitiesforenhancedcollaborationbetweenthesystem-wideefficiencygoalsofANSPsandtheairlineindustry’sdesiretobenefitdirectlyfromequippingtheirfleets.WiththecollectiveexperienceofBoeingandCANSO,thispaper
providesauniqueopportunitytoidentifywhatisworkingacrosstheworldwideATMspectrum,identifygapsandchangesneededtorealiseefficiencyimprovements,anddescribecollaborativestrategiesforfuturesuccess.
Thispaperisstructuredasfollows:— Section3presentscriticalactionsthatwould
helpaccelerateimprovements,— Section4providesthebackgroundbehindthe
environmentalcommitmentsdrivingtheneedforcontinuousoperationalfuelefficiencyimprovements,
— Section5reviewsthesystemoperationalinterdependenciesleadingtoinefficienciesineachphaseofflightanddefines“opportunitypools”forefficiencyimprovement,
— Section6furtherdescribesareasforstakeholdercollaborationforefficiencyimprovementsacrossthevariousphasesofflight.
— Section7highlightsoperationalimprovementprojectsandsuccessesthroughouttheworld,
— Section8suggestswayskeystakeholderscanenhancecollaborationtoacceleratechanges,
—Finally,Section9concludeswithacallforindustrystakeholderstoworktogethertomaketheseefficiencyimprovementsareality.
1 New extrapolated CANSO/Boeing Aspirational mid-term goal for 2025
3 Critical Actions
3Critical Actions
Today’saircrafthavethetechnologytosignificantlyimproveATMfuelefficiency.ThechallengefacingANSPsisdevelopingoperationalpoliciesandproceduresthatcomplimentaircrafttechnologyandleveragethistechnologytoachievenewlevelsofATMsystemefficiency.ThisreportattemptstorestructurethewaytheATMcommunityviewstheproblemsassociatedwithfuelefficiencyandfocusesonworldwidebestpracticesinplacetodayforcapturingfuelsavings.
WebelievethefollowingactionsarerequiredtoaccelerateATMefficiency:—Ensureaclearunderstandingoftheissuesand
interdependentconstraintsdrivingATMfuelefficiencytodayandquantifyopportunitypoolsforefficiencyimprovementbyphaseofflight;
—Examinethecompetingoperationalgoalsofairlines,airports,andANSPstoidentifythecollaborativerolesthatpolicymakers,regulators,aircraftmanufacturersandavionics/groundsystemsupplierscanplayinimprovingairtrafficefficiency;
—ANSPstakealeadershiprole–becomingtheconnectorstofacilitateandincreasestakeholdercollaborationandacceleratechange;
—Accelerate“real-time”decisionmakingthroughenhancedinformationsharing;
—Minimiseairspaceuserestrictionsthatleadtoinefficientoperations;
—Ensuretheairtrafficcontrolofficer(ATCO)communityisinvolvedasakeystakeholder.
—Highlightandsharetoday’sbestpracticesandsuccesses,includingnewpoliciesandproceduresthatimproveATMrelatedefficiency.Emphasiseafocusthattakesadvantageofcurrentcapabilitiesandpromotetheseasameanstoimproveglobalharmonisation.
Throughprogrammessuchas“CollaborativeDecisionMaking”theneedsofmoststakeholdersareaddressed,includingthedevelopmentofcooperativepolicyandessentialbusinessrules,whichresultinimprovedfuelefficiency,notonlyfortheindividualstakeholders,butforthesystemasawhole.Otherkeyefficiencyimprovementopportunitiescanbecapturedintheclimb,cruise,anddescentphasesofflightandaredescribedinlatersections.AroundtheworldtodaytrialsaretakingplaceandbestpracticesarebeingestablishedforATMfuelefficiencyproceduresthattakeadvantageofcapabilityalreadyontoday’saircraft.Muchcanbelearnedfromaggregatingthisinformation.ATMsuccessisasmoreafunctionofRegulators,ANSPs,Airports,Airlines,AircraftManufacturers,andAvionics/GroundSystemSupplierscollaborativelyimplementingandexecutingnewpoliciesandproceduresthanitisimplementingnewtechnology.
6_7Accelerating Air Traffic Management Efficiency: A Call to Industry
4Background
InDecember2008,CANSO,incoordinationwiththeaviationindustry,describedasetofaspirationalgoalsforimprovingATMefficiencyby20502.Thechallenge,definedbyCANSO’sEnvironmentWorkingGroup,wastoreducetheimpactofaviationCO2emissionsontheenvironmentbyimprovingworldwideoperationalfuelefficiency.CANSOconsolidatedseveralregionalstudiesandconcludedthattheglobalATMsystemcouldbemadebetween95-98%efficientby2050.Figure1belowrepresentsthecarbonemissionschallengesetforthbytheAirTransportActionGroup(ATAG)3.Aviationtodayrepresents2%ofglobalman-madeCO2emissions.Keyleadersintheaviationindustrymadeacommitmentin2009toworktogethertowardstheaspirationalgoalofreducingthenetaviationemissionsby50%by2050comparedto2005levels4.
Theportionofaviationcarbonfootprintbeingaddressedinthisreportispartofthetwomiddlewedges:Operations(airlinefocus)andInfrastructure(ATMfocus).TheAirlinesOperationswedgeincludesimprovementsbeyondATMcontrollikefleetmixchoicesandloadfactors.Allairframemanufacturersarefullyinvestedinthetopandbottomwedges,TechnologyandBiofuels,makingeachgenerationofnewairplanessignificantlymorefuelefficientthanthepreviousgenerationaswellasensuringthatenginescanoperatesafelyonrenewablefuels.Infact,itwastheaviationindustrythatsparkedaccelerateddevelopmentofalternativeairplanefuelsandsupportedthedevelopmentandapprovalofalternativefuelstandardssuchasASTMD7566-11for50%bio-fueluse.ForfurtherreferenceonaviationbiofuelsrefertotheATAGwebsite5.
ThispaperhighlightsavailableATM“poolsofefficiencyopportunity”forimprovements,identifiesmeanstomeasuretechnicalprogress,andproposesachallengetoallindustrystakeholders:Regulators,ANSPs,Airlines,Airports,AirplaneManufacturers,AvionicsandGroundSystemSuppliers,andCommunitiestocollaborateonasetofstepstoreach94-95%operationalefficiencyintheglobalATMsystemby2025.Theefficiencybenefitswouldflowtoall,whiletheenvironmentalemissionsreductionswillbenefittheglobalcommunity.TheIntergovernmentalPanelonClimateChange(IPCC)estimatedthatimprovementsinairtrafficmanagementandotheroperationalprocedurescouldreducefuelburnby8to18%,withthemajorityofthat,6to12%,comingfromATMimprovements6.In2005,CANSOengagedstakeholderstoupdatethe1999IPCCestimateofthetotalATMinefficiencyonaworldwidebasistobeabout6to8%withlargevariancesbyregionandbyairport.Ofthisidentifiedinefficiency,CANSObelievesthathalf(3to4%)isrelatedtotheoperationalinterdependencies.Someoftheseinterdependencyconstraintsinclude:safety,capacity,weather,andmilitaryairspace.Ourgoalnowistorecoverthisremaininginefficiencytoachieve94-95%efficiencyby2025and95-98%efficiencyby2050.Thesegoalsrequiremoreeffortstoimproveoperationalefficiencythanjuststatusquo;forifnothingisdone,fuelefficiencieswillactuallydecreaseduetoincreasedglobaltrafficdensityandairportconstraints,aspresentedinFigure2.
Theaspirationalgoalsexpressedhereareforaworldwideaverage.Therewillbespecificregionsandairportswheretheopportunitiesforimprovementaremuchlargerthanindicatedhere,andlikewise,someregionswheretheopportunitiesaremuchless.
2 ATM Global Environment Efficiency Goals for 2050, CANSO Environment Working Group, December 2008, available on the web at: http://www.canso.org/environment.
3 The Right Flightpath to Reduce Aviation Emissions, ATAG, Nov 2011, UNFCCC Climate Talks, Durban SA.
4 http://www.atag.org/our-activities/climate-change.html
5 Powering the Future of Flight: The six easy steps to growing a viable aviation biofuels industry” at www.atag.org/component/downloads/downloads/58.html
6 Aviation and the Global Atmosphere, IPCC, 1999.
4 Background
Figure1—CarbonemissionschallengesetforthAirTransportActionGroup
(Schematic,indicativediagramonly)
8_9
Mapping out the industry commitments
Accelerating Air Traffic Management Efficiency: A Call to Industry
Toaccomplishthisincreaseinoverallefficiencyrequiresstakeholdercollaborationtoplanaphasedapproachtoimplement:—ANSPenhancementsthatsafelyincreaseATM
efficiencyandglobalinteroperability.—Achangeinphilosophyandpolicyencouraging
ANSPstoprovideenhancedservicesforthe“betterequipped”aircraftasameansofcapacityandefficiencyimprovement.Thisrequiresarenewedconnectionbetweenthesystem-wideefficiencygoalsofANSPsandtheairlineindustry’sdesiretobenefitdirectlyfromequippingtheirfleets.MarketforcesforefficiencyandreturnoninvestmentwilloffersufficientincentivestoequipiftheANSPsprovidetheservicesthatdeliverthebenefitsbasedonthatequipage.
—Bettermanagementoffuelefficientdelayabsorptionintocongestedterminalareas.
—Newfuel-efficientflighttrackswhilemanagingnoiseconsequencesnearairports.
—Regionalsolutionsacrossmajorcity-pairtrafficflowsand;
—Sharinglessonslearnedtobringtherightproceduresandtechnologytoregionsoftheworldbasedontheiruniquedemands.
TheremainderofthispaperfocusesontheinterdependenciesbetweenANSPsandotherstakeholdersthatmustbeconsideredwhenworkingtogethertomaximiseATMefficiency.
5Interdependencies and ATM Efficiency
5.1_RecognisingtheInterdependencies
Efficiencyonanindividualflightbasiscanbetheoreticallycalculatedbycomparingtheactualtrajectorytoanoptimaltrajectory,whereeachflightisassumedtobetheonlyflightinthesystem.Thistheoreticalconstructisconstrainedasinterdependenciesandinefficienciesareintroducedduetooperationsinvolvingmanyaircraft,orwhenphysical,safety,andcostfactorsimpactoperationaldecisionsforcinglessthanoptimalroutestobeflown.TheseinefficienciesderivefromthewaytheATMsystemitselfhasevolvedandcanbereferredtoasinterdependencieswith“improvementopportunitypools”definedinthefollowingsection.Theseinterdependenciesinclude:a. Safety–aircraftwillstilldeviatefromthe
optimumrouteinordertoensuresafeseparationortosafelymanageairspacecomplexity.FutureenrouteoperationswillfocusmoreonATMflowmanagementandshiftresponsibilityfortacticaldeviationstotheairplaneastechnologypermits.
b. Weather–toensureasafeandsmoothflight,aircraftwillstillneedtodeviatefromanoptimumrouteduetoadverseweatherorturbulence.
c. Capacity–toaccommodatecapacitylimitationsattheairportorthroughtheairspace,aircraftmaywait(hold)onthegroundpriortodeparture,deviateenroute,orevendoanairborneholdprocedurepriortoarrival.Whentrafficdemandapproachesavailablecapacity,thereissomenecessaryincreaseincongestionandfuelinefficientdelaystomaximiseuseofavailablecapacity.ThiscongestionwillreduceefficiencyandincreaseCO2emissions.
d. Noise–toreducenoiseimpactontheground,aircraftoperationsaroundtheairfieldcanbesubjectedtonoiseabatementproceduresthatmayreducenoisetosome,yetcausetheaircraft
5 Interdependencies and ATM Efficiency
Figure2—NotionalviewofATMefficiencygoalsandtheimpactofincreasedairtraffic
10_11Accelerating Air Traffic Management Efficiency: A Call to Industry
Figure 3 —ATM inefficiency categories (notional scales)
toflyalessefficientrouteoratsub-optimalaltitudes.Reducednoisearoundtheairportitselfisextremelychallengingascreationof“new”noise(evenifoverallnoiseisreduced)isheavilyrejectedbycommunities.
e. Airlinepractices–airlinesoperatetheirnetworkschedulestoaccommodatepassengerdemand;however,optimalroutesoraltitudesmaynotalwaysbeavailable,eitherbecauseofcongestion,lackofgroundinfrastructure,lackofflexibilityonthepartoftheflightplanningsystemoravionics,orlackoffullyintegratedsituationalknowledge.
f. AirportPractices–thelocationandconfigurationofairportrunwaysandtaxiwayshasasignificantimpactonATMefficiencyandenvironmentalimpact(especiallycommunitynoise).Anyrunwayandtaxiwayefficiencyimprovementsrequirelongtermstrategicplanning.
g. Military–civilaircraftgenerallymustroutearoundmilitaryairspaceandothertypesofrestrictedairspace,therebyflyinglessthanoptimalroutesandincreasingfueluse.
h. Institutional–aircraftoftenflylessthanoptimalroutesduetofragmentedairspace.Different
regions/countriesmayhavedifferentoperatingproceduresorchargingmechanismsorrequiresetoverflyaltitudesandroutesthatleadtolessthanoptimumfuel-efficientrouting.
i. Mixedfleetequipmentcapability–aircrafthaveusefullifetimesofover25years.Olderaircraftdonot,ingeneral,havethesametechnologyandcapabilitiesasthemostrecentmodels.Thismixingofcapabilitiesaddsinefficienciesasthesystemmuststillsupportthelesscapable.
AlltheATMinterdependenciesareillustratedconceptuallyinFigure3.Weacknowledgethattheadoptionofmoderntechnologycouldimproveoneinterdependencywhileadverselyaffectinganother.Forexample,PerformanceBasedNavigation(PBN)canincreaseterminalareaairspacecapacityoftenatthecostofaconcentrationofflightpathsinoneregion.Wherethiscanbeaccomplishedovernon-residentialareastherearemajornoisebenefitsforcommunities.Howeverduetopastlanduseplanningdecisions,manyexistingairportsaresurroundedbyresidentialareasthatcannotbereadilyavoided.
5 Interdependencies and ATM Efficiency
Figure 4 —Phases of Flight
ExperiencewithnewarrivalproceduresbyCANSOmembersshowsthatreducingoverallnoiseoftencreatesareasof“newnoise”7.Thisconceptof“new”noiseversusexistingnoiseisanimportantconsiderationwhendevelopingnewATMproceduresandrequirescollaborationwiththelocalcommunitytofindsolutionstomanagenoise,capacityandefficiency.TheseissuescannotbeaddressedsolelybytheANSP,airportoperatorandairplaneoperatorswithoutcommunityengagement.
Efficiencygainscanbeachievedbyreducingtheeffectoftheinterdependencies.ExamplesincludesafelyincreasingenrouteairspacecapacitywithautomationtoolstherebyreducingexcessfuelneededforAirTrafficControl(ATC)routingsaroundcomplexairspace.WhileANSPscandirectlyinfluencesomeoftheinterdependencieslistedabove,thelargestgainswillcomefromANSPsworkingcloselywithotherindustrystakeholders–Regulators,Airlines,Airports,AirplaneManufacturers,AvionicsandGroundSystemSuppliers,andlocalCommunities.
5.2_UnderstandingInefficienciesbyPhaseofFlight
Inordertodefineandunderstandtheinefficiencies,weneedtoanalysetheATMsystembyphaseofflight,aspresentedinFigure4:—Planning,pre-flightandgatedeparture—Taxi-out—Departure—Enroute&Oceanic—Descentandarrival—Taxi-in
Thedifferencebetweenactualperformanceandanideal/benchmarkperformanceisreferredtoasflightinefficiencyoran“opportunitypool”.Theinefficienciesforeachphaseofflightaredefinedasthedifferencebetweenactualtraveltime,traveldistance,orfueluseagainstanun-impededorbenchmarktraveltime,traveldistance,orfueluse.Thedifferencebetweenactualtraveltimeandbenchmarktraveltimeisdelay.Theseflightphaseinefficienciesareexaminedinthenextsections.Itisimportanttopointoutthatthesetotal“inefficiency”poolsincludeunrecoverableportionsrelatedtothe
7 CANSO Environment Working Group, Noise White Paper draft September 2011.
12_13Accelerating Air Traffic Management Efficiency: A Call to Industry
Table1—ATMrelateddeparturedelaysover15minutesatmain34airports
Figure5—Keyeventtimesintaxi-outefficiencycalculations
5 Interdependencies and ATM Efficiency
interdependenciesdescribedinSection5.1.Thesepoolsprovideinsightsintorelativeopportunitiesforimprovement.
5.2.1_PlanningandGateDeparture
AirTrafficManagementdrivengatedepartureholdsareusedtomanagecongestionatthedepartureairport,enroutesectorsoratthearrivalairport.Thesedelaysarecalculatedwithreferencetothetimesprovidedinthelastsubmittedflightplan(notthepublisheddeparturetimesinairlineschedules).Mostdelaysaretakenatthegatebutsomeoccurduringthetaxi-outphase.WhileATMisnotalwaystherootcauseofthedepartureholdings,howthegatedepartureholdsarehandledcanhaveaconsiderableimpactoncoststoairspaceusersandutilisationofscarcecapacity.Keepinganaircraftatthegatesavesfuelbutifitisheldatthegateandavaluablecapacityslotgoesunused,thecosttotheairlineoftheextradelaymayexceedtheextrafuelcost.Table1comparesATM-relateddeparturedelaysover15minutesattributabletoen-routeandairportconstraintsforthetop34AirportsintheU.S.andEuropefor20108.Theseaveragesshowthedelayimpactsaveragedoverallflightsandtheaverageforjusttheflightsthatwereactuallydelayedbyholds.
5.2.2_Taxi-Out/Taxi-In
Nominaltaxi-out/taxi-intimeistheunimpededtimerequiredtotraversethesurfacefromthegateuntiltherunwaypositionpriortotakeofffortaxi-outorfromrunwayexittothearrivalgatefortaxi-in.Intheory,theremaybehundredsofunimpededtimesbasedonparkinglocationsandrunwaycombinations.Inpractice,however,ANSP’shavedevelopedapproximationsforthesetimesusingthedataavailableinexistingperformancedatabases.Thefidelityofthebenchmarktimeisdependentonthebreadthandaccuracyofthisdata.Figure5showskeyeventtimesavailablefromtheairplane
viaACARS9Out-Off-On-In(OOOI)data,fromgroundradar10orasurfacemovementguidancecontrolsystemfortaxioperations.
ATMperformanceonthesurfaceisoftenseparatedintotheActiveMovementArea,whereATMexercisescontrolandtheNon-MovementArea(orRampArea)whichiscontrolledbyanotherentitysuchastheoperatoroftheramp.Foraircraftreporting,twoeventtimesarerecorded:aGate-Outmessagewhichsignalsthestartoftaxi-timeandtheWheels-Offmessagesignallingtheendofsurfacemovementandthestartofairborneflight.Ground-basedsystemsofferthepotentialformorerefinedcalculationofsurfaceperformanceintheactivemovementarea.Howeverthisdataneedstobecoupledwithsophisticatedalgorithmsthatusethegeometryoftheairportsurfacetodetectkeyeventtimes.
Thedataabovecanbeusedtocreateadistributionofgroundtaxi-traveltimes.ForACARSequippedairplanes,taxi-outisdefinedasWheels-OffminusGate-Outtime.Theseaircraftmessagesmayalsobeusedtodetectthenumberofaircraftactiveonthegroundineitherataxi-outstateortaxi-instatewhichcanbeasurrogateforcongestionontheground.Periodsofnocongestioncanbeconsideredindicativeoftheidealbenchmarktaxitime.Figure6presentsthespecificdataforthetop20ofthese34airports.
5.2.3_DeparturePhase
Thedeparturephaseofflightisdefinedasthetimetheaircraftdepartstherunway(wheels-off)andtraversesthedepartureairportterminalarea–definedbyaregionallyappropriatering(e.g.40nm)aroundtheairport.Aircraftmayberequiredtoflylongerdistancesiftheyneedtoflyoveraspecificdeparturefixfornoiseabatementproceduresortoensureseparationfromotheraircraft.Thesedepartureprofilesoftenleadtosub-optimalaltitudesandspeeds,thusincreasingfueluse.Theorientationoftheactiverunwaysinrelationtothedirectionoftravelcanalsocauseaircrafttohave
8 US/Europe Comparison of ATM Related Operational Performance - 2012, Performance Review Commission, 2012
9 Aircraft Communications Addressing and Reporting System
10 Such as ASDE-X (Airport Surface Detection Equipment, Model-X)
14_15Accelerating Air Traffic Management Efficiency: A Call to Industry
toflyexcessdistancetoconnecttoaspecificroute.Inaddition,thesedepartureroutingsmaybeinfluencedbyneighbouringairports,militaryorrestrictedairspaceorenvironmentallysensitiveareas.Theinefficiencyopportunityforthisphaseofflightcanbecalculatedsimilartothatforthedescentphase,describedlater.
5.2.4_Cruise(enroute)Phase
Someefficiencystudiescalculateefficiencyasthedifferencebetweenactualflightdistanceandanon-windadjustedgreatcircledistancebetweenairportreferencepoints–whichdoesnotaccountforrequiredterminalareatrafficstructurebasedontherunwaysinuse.Thisstructuralextradistanceisoftenaninherentinefficiencyreflectingrunwayorientationandsegregatedarrivalanddepartureflows.ItmaybeconsideredatheoreticalupperboundwithlimitedpotentialforimprovingthetrueATMefficiency.
Forefficiencyanalysis,werecommendseparatingtheairborneportionoftheflightintothreephasesasdepictedinFigure7,departureterminalarea,enroute,andarrivalterminalarea11.Theterminalenvironmentsareapproximatedbyonering(approximately40nm)aroundthedepartureairportandanotherlargerring(100nmtoaccountforarrivalmanagementplanning)aroundthearrivalairport.Eachairporthastoefficientlymanagetrafficforbothringstocoordinatearrivalsanddepartures.
Twogreatcircledistances–thedistancebetweentheentryandexitpoints(D)andthedistancebetweenthetworeferencecircles(G),definetheupperandlowerbenchmarktrajectoriesfortheenrouteenvironment.Differencesbetweentheactualtrajectory(A)andthebenchmarks(DorG)provideindicatorsofenrouteinefficiency.A-DreflectsidealflightusingtheexistingTMAinterface,whileA-Gprovidesanupper-boundefficiencyvalueforanoptimalTMAinterfacebetweentwocitypairs.Theactualtrajectoryischaracterisedbystandard
routesdefinedbyspecificaltitudesandspeedsthatmaybeimpactedbyrestrictedairspaceorotherairspaceuseconsiderations.
Tomeasurehorizontalen-routeefficiency,theKeyPerformanceIndicator(KPI)usedbyEurocontrolandothersisdirect“en-routeextension”,asdepictedinFigure7.Itistheextradistanceflownorthedifferencebetweenthelengthoftheactualtrajectory(A)andtheminimumno-windGreatCircleDistance(G)betweenthedepartureradiusandthearrivalradius.Thisdifferencewouldbeequaltozeroinanidealsituationwhereeachaircraftwouldbealoneinthesystem,notsubjecttoanyconstraints.Figure8comparestheex-routeextensionsfromthemain34airportsfortheUSandEuropeandthepercentofflightsimpacted.
Duringtheenroutephaseofflight,ATMmayimposespeedconstraintsorvectoranaircraftforcongestionorconvectiveweather.Inmostregionsoftheworld,aircraftmayalsoelecttoflylongerroutestoavoidcostlyroutecharges,tradingofftheexcessfuelcostagainstairspaceusecharges.
5.2.5_EnrouteLongHaulandOceanicFlight
Forflightswithcruisesegmentsmorethan1000miles,greatcircleroutesaretypicallynotoptimalintermsofbothfuelandtime.UserPreferredRoutings(UPR)allowsforflightstotakeadvantageofwindoptimalroutes.UPRsareinplacetovaryingdegreesworldwidebutconstraintsexistwhereATMinfrastructureislackingorthedemandexceedscapacityforoptimalroutes,asexperiencedintheNorthAtlantic.Figure9showsanexampleofawindoptimalUPRwithsignificantfuelandtimesavings.CANSOsupportstheInternationalAirTransportAssociation(IATA)inimplementingflexandUPRthroughDynamicAirborneRerouteProcedures(DARP)wherepracticableacrossregionswhichallowairlinestoflymoreefficientroutesbasedoncurrentandforecastwindsandtemperaturesratherthanflyingfixedroutestructures.
11 US/Europe Comparison of ATM Related Operational Performance, Performance Review Commission, 2009
5 Interdependencies and ATM Efficiency
16_17
Figure6—Averagetaxi-outdelaysforthetop20airportsinEuropeandtheUS
Figure 7 —En-Route extension key performance indicator
Average additional time in the taxi out phase - 2010 (Only the first 20 airports are shown)
Accelerating Air Traffic Management Efficiency: A Call to Industry
Figure 9 — Example wind optimal oceanic route from Dubai to Brisbane12
12 Courtesy of Airservices Australia www.airservicesaustralia.com
Figure8—ComparisonofexcessdistancesflownfordifferentflightlengthsintheUSandEurope
2010 horizontal en-route flight efficiencyFlights to/ from the main 34 airports within the respective region
Example Flex Track Saving—>1200nmabeamgreatcircletrack—43minutesquickerthanfixed—Saved8408KgFuel
5 Interdependencies and ATM Efficiency
Figure 11 — Shifting level segment to cruise (a) distance/ (b) time perspective
Figure 12 — Notional depiction of excess distance during descent
18_19
Figure 10 — Inefficiencies within the descent phase
Accelerating Air Traffic Management Efficiency: A Call to Industry
5.2.6_DescentPhase
Thedescentphasemaybeevaluatedastwoinefficiencies;vertical(intermediatelevel-offs)andhorizontal(extradistanceflown).Theseinefficiencies,showninFigure10,averagealmost3minutesofextraflighttimeperaircraftatthe34busiestairportsintheUSandEurope.
Forthedescentphase,excessdistanceandintermediatelevel-offsegmentsaretranslatedintotimeandfuel.Theunconstrainedbenefitpoolinthedescentphaseofflightisrepresentedbythedifferencebetweenanunimpededhorizontalandverticaltrajectoryandtheactualtrajectoryflown.Thisbenefitpoolrepresentsthenetamountoftimeorfuelthatcouldbesavedwithmore“optimal”trajectories.
Onedifficultyinassessingthedifferencebetweenactualandunimpededtimeandfuelisthatbothareaffectedbyfactorssuchaswind,temperature,aircraftweight,enginetype,andairframeperformance.ThismethodologyusesavailabledatatoidentifyboththeATMconstraintsthatimpacttheverticalandhorizontaltrajectoriesaswellastheimpactofthoseconstraintsontheexcesstimeandfuelburn.Thistwo-tieredapproachallows
forseparateinsightsintothebenefitsavailablefortheverticalandhorizontaldimensions.
Verticalinefficiencyisassessedintwoparts:(a)theadditionalfueltoflythesamehorizontaldistancecomparedtoanunconstrainedoptimalverticaltrajectoryand(b)theadditionalfuelrequiredtoflytheadditionaldistanceassumingbothhaveanoptimumverticalprofile.
Horizontalinefficiencyiscalculatedbycomparingtheactualdistanceflownwithanidealbenchmarkdistance.Theexcessdistanceisthentranslatedintoexcessfueluseatcruiselevel.Thistwostepprocessprovidesameanstoeliminatedoublecountingverticalandhorizontalinefficienciesandisequivalenttothetruebenefitpool.
EvaluatingtheVerticalOpportunityPool–Themaincomponentsoftheverticalopportunitypoolarethelevelflightsegmentsflownatloweraltitude.Toincreaseefficiencyandreducefuelburn,levelflightsegmentsatloweraltitudeareassumedtobeflownatcruisealtitude.Inmovinglevelflightsegmentsfromaloweraltitudetoahigheraltitude,thismethodassumesthedistancecoveredforeachsegmentwillbeidentical;however,speedandfuelusewillbedifferent.
Figure 13a —The descent opportunity pool for the top 34 airports in the US and Europe (in minutes)
2010 average additional time within the last 100 NM miles(Only the first 20 airports are shown)
5 Interdependencies and ATM Efficiency
Tocoverthesamedistanceathigheraltitude,lesstimeisneededandlessfuelisusedoverall.Figure11,showsthedistance(a)andtimeperspective(b)ofshiftinglevelsegmentstohighercruisealtitudes.
Byextendingthecruisephase(higherspeed)andremovingthelevelsegment,theoveralltimeisshortened.AsillustratedinFigure11(a),thisassumesflyingdistanceisthesamebeforeandaftermovinglevelflightsegments.However,asshowninFigure11(b),itassumesthatflyingtimeisunconstrainedandtheflightcouldarriveearly,conflictfree.
EvaluatingtheHorizontalOpportunityPool–Afterevaluatingtheverticalopportunity,theverticaltrajectoryisoptimisedandtheexcessdistanceassociatedwithvectorsorholdingisleft.Themaindriverforthehorizontalopportunitypoolisassumedtobetheexcessdistanceflowncomparedtoabenchmarkunimpededdistance.Figure12illustratesthisexcessdescentdistancewithinthearrivalmanagementringusedbyEurocontrolforanalysisofexcessdistance.
Fromthehorizontalefficiencyperspective,theblack(dashed)trajectoryistheactual
trajectory;thegreen(solid)trajectoryisanominal(unconstrained)trajectory.Incasesofholdingorextendeddownwindlegsthedifferencebetweenthetwohorizontaltrajectoriesmaybemuchgreater.Thistotalexcessdistanceisconvertedtoequivalenttimeatthecruisephasetoobtainthehorizontalfuelopportunitycomponent.
IntegrationofHorizontalandVerticalOpportunityPools–Fortheunconstrainedscenario,thebenefitpoolissimplythesumofbenefitpoolsfromthehorizontalandverticalphases.Inthedescentphase,aircraftmayberequiredtoslowdownorflyexcessdistancesathighaltitudelevelflightinorderforATMtomergeorspacearrivingaircrafttoameterfixorarrivalfix,torouteaircrafttoaparticularrunway,orvectorthemforsafeseparation.Addingshortdog-legsathighaltitudecanpreventundesirablelowaltitudelevelsegmentsandallowaircrafttobemergedandsequencedfornearlycontinuousdescentstotheairportwithanettotalfuelsavings.Figure13showsthedescentopportunitypoolforthetop20airportsinEuropeandtheUSin2010.
Figure 13b —
20_21Accelerating Air Traffic Management Efficiency: A Call to Industry
6Opportunities to Reduce Inefficienciesin Each Phase of Flight
Inthissection,weaddresstheopportunitiestoreducetheinefficienciesandhighlightthecollaborationrequiredamongmultiplestakeholderstoaccomplishthesedesiredgains.Whilenewcapacityiskeytoimprovingflightefficiency,asdemandincreasesalargeroleofANSPsinATMistobestmanage“necessary”delayonadailybasis.Managingwhereandhowdelayisabsorbedwhenairportcapacityisconstrainedmustclearlyconsiderfuelefficiencywhilemaximisingrunwaythroughput.Overarchingalloftheseopportunitiesistheneedtonotonlyencourage,butacceleratetheintroductionofnewairandgroundtechnologiesandproceduresforcommunications,navigationandsurveillancewherevertheywouldmosteffectivelyimproveATMandflightefficiency.6.1_PlanningandPre-FlightClosecooperationbetweenairplaneoperators,airportoperatorsandtheANSPthroughsharednetworkinformationduringweatherupsetsorotherairspaceimpacts(suchasrunwayclosures,specialairspaceclosures,etc.)willimprovetheoperator’sflightplanningefficiency.Similarly,toimproveoverallairtrafficflowmanagementandreducecongestion,ANSPsrequireenhancedautomationtoevaluatethecollectionoffiledflightplansagainstexistingconstraintsandquicklyofferequitablealternativestooperatorsthatminimisethedelayorflightpathimpact.Thesealternativescouldincludetheopportunitytoflymorefuelefficientspeedswithearlydepartures,andhigherMachspeedsforlaterdepartures.Toachieveindividualairlinegoalstheremustbeequitabletreatmentandanassurancethatgoodpreflightdecisionmakingisn’tpenalisedlaterintheflightpath.Thisapproachneedstobalance“global”efficiencyobjectivesagainstindividualefficiencyimpacts.
6.2_GateDepartureandTaxi-outDuringdeparturepeaks,aircraftcanwaitinlongqueuesconsumingfuel.Inmajorareasoftheworldtoreserveaspotinthequeue,theaircraftmustphysicallytakeaslotinline.Aircraftthataredelayedonthegroundoftenburnexcessfuelduringcruiseto“makeupthetime.”RecenteffortshaveshownprogressinreducingtaxitimesandemissionsthroughCollaborativeDepartureQueueManagementintheUSandtheEuropeanAirportCollaborativeDecisionMakingconceptinEurope.Theseconceptsmanagethenumberofaircraftinthedeparturequeuetominimisetheamountoftimethataircraftareactuallyinlinewithenginesrunningwhileensuringmaximumuseoftherunways.Theseeffortsrequirethattheairport,ANSP,andairlinesworktogethertomaximiseuseoftheairportsurfacewhileminimisingfuelburn.6.3_DeparturesDepartureoperationscouldbemademorefuelefficientwithimproveddepartureroutesthatreducethe“wasteddistance”insidethe40nmringsoaircraftcanproceedonacontinuousclimbinapreferreddirection.Communityengagementwithairports,airlines,andANSPsisessentialtofindingimplementablesolutions.6.4_EnRouteandOceanicAirspaceIntheenroutephaseofflight,recentresearchhasshownthepotentialofsavingfuelandemissionsduetooptimisingaltitude,speed,orboth,witharangeinbenefits.ANSPsshouldfacilitatethe“FlexibleUseofAirspace”(FUA)tomaximisetheshareduseofcivil/militaryairspace.ANSPsshouldimplementapprovalofUser-PreferredRoutes(UPR)toimprovethehorizontalandverticalportionsofaflighttrajectory.Asaircraftbecome
6Opportunities to Reduce Inefficienciesin Each Phase of Flight
evermoredigitallyenabled,theywillbecomeanincreasingsupplieranduserofcurrentinformationsuchaswindsandturbulence.Asintegrateddataprocessingandweathermodellingcontinuestoadvance,thedatasomeaircraftprovidewillbereturnedasimprovedneartermforecastsforflightplanninganddynamicre-routingforlateraircraft.
Inoceanicairspace,regulators,ANSPs,andaircraftoperatorshavebeenabletoincreasecapacity,andreducedelays,throughtheuseofAutomaticDependentSurveillance–Contract(ADS-C)andControllerPilotDataLinkCommunications(CPDLC),aswellastheenhancednavigationcapabilitiesassociatedwithRequiredNavigationPerformance(e.g.RNP4).UPRsandDARPhaveenabledsignificantreductionsinfuelburn,flighttime,andCO2emissions,whilereductionsinlateralandlongitudinalseparations(downto30mileslateral/30mileslongitudinalinsomeoceanicairspace)hasincreasedcapacityandgivenincreasedopportunitiesforoptimumaltitude(andblockaltitude)clearances.TrialsofbothADS-BandADS-Cclimb/descentproceduresshowpromiseofadditionalopportunitiesforsuchclearances.
Improvedcoordinationforflightthroughmilitaryairspacewhennotinusecanimproveenrouteflightpaths.Airlinesmayneedmoredynamicreroutingprocessestotakeadvantageofairspaceopenings.
Finally,increasingenroutesectorcapacitymayalsoreducedelaysassociatedwithaircraftroutingsaroundcongestedairspace.6.5_DescentMuchhasbeenwrittenaboutOptimisedProfileDescents(OPDs)andTailoredArrivals(TAs)whichremovelevelsegmentsduringdescenttoallowforafuelefficientarrival.However,OPDs/TAsmaynotbefeasibleduringcongestedperiods
becausetheyresultinunusedcapacity.Missingarrivalslotsduringcongestedperiodsaddsoveralldelaysandinefficiencies.Theconceptofslowingaircraftincruisetoreducearrivalcongestionhelpstominimisecontrolleractionsondescentaimedatabsorbingneededdelay.BymovingaportionofnecessarydelayfromthedescentphasetocruisemakestheresultingdescentmoveclosertoanOPDwhilemaintainingmaximalrunwaythroughput.
ManyATMArrivalManager(AMAN)Toolsdon’tincludethecapabilitytoautomaticallymoveaircraftforwardinasequence–iftwoaircrafthavethesameestimatefortherunway–onewillbedelayed,evenifitispossibletoincreasespeedandremovedelayforthesecondaircraft.Currentresearchalsoindicatesitismoreefficientfortheentirepeakofarrivingaircraftifselectedaircraftatthebeginningofarushperiod“speedup”toavoidcreatingcongestion.Althoughthesefewearlyaircraftmayconsumemorefuelthenetresultisamore“global”reductioninfuelusebythefollowingaircraft.
ANSPs,workingwithregulatorsandaircraftoperatorsareusingspeedcontrolandControlledTimesofArrival(CTAs)tomanagefuelandterminalcongestion(alsoreferredtoas“linear”holding).TheworldwidepooloffuelsavingsduringdescentsandarrivalsatcongestedairportspotentiallyrepresentsthemostsignificantopportunityforATMefficiencyimprovement.RealisationoftheseefficiencieswillbeenabledbytheintroductionoffutureATMtechnologiessuchasdatacommunicationsbetweenaircrewandcontrollersandADS-Btoenabletheflightcrewtomaintainaspeedortimeintervalbehindaleadingaircraft.WithdatacommunicationsATMwillbeabletouplinkarrivaltimesandpotentialroutesdirectlytotheflightcrewandintotheFlightManagementSystem(FMS)forreviewandimplementation.Whiledatacommunicationsandassociateduplinkofcomplextrajectoriesmaybealongertermsolution,thereareneartermopportunitiestorefine
22_23Accelerating Air Traffic Management Efficiency: A Call to Industry
existingproceduresandgainmuchofthebenefitfromassistedflowmanagement.SuccessismoredependentonproceduresandacommitmentforcollaborationfromANPS,airlines,regulators,andairportsthananyparticulartechnology.SomeoftheseconceptsareintheresearcharenabutofferthepotentialtoincorporatethesemethodologiesintoATMautomation.
6.6_StakeholderInvolvementAsoutlinedabove,theaviationindustrytodayhasauniqueopportunitytodeliverimmediatebenefitsintheformofincreasedcapacity,reduceddelays,increasedefficiency,andreducednoise,fuelburnandemissions.TheremaybedifferentATMcandidatesolutionsfordifferentregions,buteachphaseofflightrequirescollaborationbydifferentstakeholders.Figure14presentsanidealisationofstakeholder’slevelofengagement(high,medium,low)forcollaborationineachphaseofflight.
Figure 14 —Stakeholder collaboration by phase of flight
7Current Efficiency Improvements Worldwide
Inthissection,weofferasamplingofthemyriadprojectsworldwidewhereindustrystakeholdersarecurrentlyworkingtogethertoincreaseefficiencyandinsodoing,reducecosts,fuelburn,andCO2emissions.Foreachregion,projectsarelistedbyphaseofflight,stakeholdersarehighlighted,andbenefitsdocumented.
7.1_EuropeTaxi-Out(Regulator,ANSP,airport,airlines,groundhandling)EuropehasbeenverysuccessfulintheimplementationofEuropeanAirportCollaborativeDecisionMaking(A-CDM)toreducetaxidelaysontheground,therebyreducingfueluseandemissions.
EuropeanAirportCDMispartoftheEurocontrolAirportOperationsProgrammeandrepresentscollaborationbetweenEurocontrol,AirportsCouncilInternational,andIATA13.Asofthirdquarter2011,over20EuropeanairportsshowninFigure15andmajorairlineswereparticipatinginvariousstagesintheEuropeA-CDMproject(http://www.euro-cdm.org/airports.php)highlightingthecollaborationbetweentheairportoperator,airlines,ANSP,EurocontrolCentralFlowManagementUnit(CFMU),andgroundhandlingagencies.
A-CDMbecameoperationalatMunichAirportinJune2007,makingMunichthefirstEuropeanairporttoimplementAirportCDMasastandardprocedure.ThisprojectconsistedofthesharingofdatabetweenMunichairportoperatorFlughafenMünchenGmbH(FMG),theGermanANSPDeutscheFlugsicherung(DFS),airlines,handlingagencies,groundhandlingagencies,andtheEuropeanCFMU.Thecollaborationhasledtobettermanagementofairportandairlineresources,reducedturntimes,andoverallreductionindelays.
Similarly,Paris-CharlesdeGaulle(CDG)joinedthegroupinNovember2010.TheuseofCollaborativePreDepartureSequencetools
(C-PDS),connectedtotheCFMUanddevelopedwiththestakeholders(ADP,DSNAandEgisAvia),resultsinbetterslotcomplianceandreducednumberofmissedslots.TheC-PDSallowsmorestabletrafficflowandreducestaxitimes,apronandtaxiwaycongestion,andqueuesattheCDGrunways.A-CDMatCDGisestimatedtocutaircrafttaxitimeofby2to4minutesandcontributestosustainabledevelopmentbycuttingCO2emissionsby44tonnesperday.
EnRouteOceanic(ANSP,airlines)TheIrishAviationAuthority(IAA)andUKNationalAirTrafficServices(NATS)embarkedontheENSURE(ENRouteShannonUpperairspaceREdesign)projecttoenableairlinestoflydirectroutesoverIrelandintooceanicairspace.TheprojectwaslaunchedinDecember2009allowingforafullyearofoperationin2010toenabletheairlinestoconfirmthesavingsthatwerepredictedbysimulation.Trainingwasprovidedtoallhighlevelradarcontrollersforaseamlessoperation;briefingswereprovidedtoairlines,IATA,Eurocontrol,andadjacentcentresonwhatwasplanned;coordinationwasarrangedwithandagreedtobyUKNATS,andregulatoryapprovalwassoughtandgranted.Theairlinesconfirmedthepredictedsavingsandtheyrequestedafurtherextensionofthisfreerouteairspace.ThiswasaccommodatedincooperationwithUKNATSbylaunchinganewprojectcalledNightTimeFuelSavingsRoutes(NTFSR)acrossIrelandandUKairspacewhichallowsdirectroutingstoselecteddestinationsduringthenight,resultinginfurtherbenefits.Descent(ANSP,airport,airline,groundinfrastructureprovider)Europehasbeenverysuccessfulindevelopingofavarietyofarrivalmanagementtoolstoassistairtrafficcontrollerswithmeteringandspacinginto
7Current Efficiency Improvements Worldwide
13 European Airport CDM, available on the web at http://www.euro-cdm.org/airports.php
24_25Accelerating Air Traffic Management Efficiency: A Call to Industry
theterminalarea.EurocontrolhasencouragedthedevelopmentandimplementationofdifferentArrivalManagement(AMAN)tools,reducingvectoring,fuelburnandemissions.AsummaryoftheairportsusingAMANtoolsispresentedinFigure1614.
AtZurichAirportforexample,collaborationbetweentheANSP--Skyguide,ZurichAirport,andgroundsystemproviderBarcohaveresultedinthedevelopmentanduseoftheComputer-assistedApproachandLandingManagement(CALM)system,whichhelpstosmooththetrafficflowintoZurichbyprovidingtrafficadvisoriestoairtrafficcontrollers.
IntheNetherlands,AmsterdamSchipolAirport,theDutchANSPLVNL,KLMRoyalDutchAirlines,andEurocontrolMaastrichtUpperAreaControlCentrecollaboratedtoperformtrialsusingtheSpeedandRouteAdviser(SARA)toolforspeedadvisoriestoenableoptimisedprofiledescentsintoAmsterdamSchipolAirport.Onaverage,SARAflightsflew2.4nmlessperflightwithintheterminal
areawithacorrespondingreductioninlevelflight.Paris-CharlesdeGaulleisusingtheMAESTRO
toolforarrivalmanagementwithintheParisen-routecentretomonitortheairportcapacityandsmooththetrafficflowsonallentrypointsintheParisTMA.
UKNATShasperformedtrialswithUnitedAirlinesforarrivalsintoHeathrowwithsignificantfuelsavings.Thesavingsarebasedonaproceduretoabsorbnecessarydelayincruiseinsteadofholdingstacksaroundtheairport.Inthetrials,selectedUnitedaircrafttransitingtheNorthAtlanticweregivendelaytargetstoabsorbincruiseandwerethenabletobypasstheholdingstacks.Fuelsavingsresultedfrommorefuelefficientcruisespeedsaswellaseliminatingthefuelnormallyburnedinthestack.CurrentlyNATSisworkingonimplementing“linearholding”forNorthAtlanticflightsasanefforttoimproveoverallfuelefficiencyforHeathrowarrivals.
Figure 15 —Airports participating in the European Airport-CDM Project
14 AMAN Status Review 2010, Eurocontrol, December 2010.
7.2_AmericasTaxi-Out(ANSP,airport,airlines)IntheUnitedStates,theFAAisevaluatingseveralsurfacemanagementconceptstoreducetaxitime,fuelburn,andemissions.CollaborativeDepartureQueueManagement(CDQM)managesthelengthofrunwaydeparturequeuessothataircraftcanreducetheirphysicalqueuetimewhileensuringthatrunwaysarefullyused15.Inthisconcept,theairlinereceivesanallocationofslotstoentertheairportmovementarearatherthanspecificassignedtimes.TheairlinemaythenusetheseentryslotsintotheairportmovementarearatherthancoordinatewithotherairlinesorATC.CDQMhasbeenimplementedwithintheFAA’sSurfaceDecisionSupportSystemandhasbeentestedatMemphisInternationalAirportsince2009.Anotherconcept,the“Ncontrol”concept,tested
atBostonLoganAirport,usesstatisticalanalysistodeterminewhenthenumberofactiveaircraftontheairportsurfacesaturatesthedepartureflowrate.Thisconceptappliesgateholdprocedurestoaircraftrequestingpushbackifthenumberofaircraftontheairportsurfacehasreachedthissaturationpoint.AnotherconceptusingAirportSurfaceDetectionEquipment,ModelX(ASDE-X)wasusedbythePortAuthorityofNewYorkandNewJerseyandtheairlinestosuccessfullyimplementdeparturequeuemanagementattheJohnF.KennedyAirportinNewYork,whileoneoftheprimaryrunwayswasundergoingreconstruction.ThisprocedurewasusedsuccessfullyfromMarchthroughJune2010,withsubstantialfuelsavingstotheairlines16.
Figure 16 —European airports and ANSPs using various Arrival Management (AMAN) Tools
7Current Efficiency Improvements Worldwide
15 Collaborative Departure Queue Management: An Example of Airport Collaborative Decision Making in the United States, Ninth USA/Europe ATM RE&D Seminar, Brinton, C., Provan, C., Lent, S., Prevost, T., Passmore, S., 2011.
16 Benefits of Virtual Queuing at Congested Airports Using ASDE-X: A Case Study of JFK Airport, Ninth USA/Europe ATM RE&D Seminar, Bhadra, D., Knorr, D., Levy, B., 2011.
26_27Accelerating Air Traffic Management Efficiency: A Call to Industry
Departure(ANSP,airport,andairlines)AtlantaInternationalAirport,theFAA,TheMitreCorporation(MITRE),andDeltaAirlineshaveworkedtogethertoimplementAreaNavigation(RNAV)StandardInstrumentDepartures(SID)since2005.DeltaAirlineshasreportedsignificantbenefitsincludingreducedmileageflownonthedepartures,anearliertimetoclimb,reducedtaxitimes,andreducedvoicecommunications.SimilarbenefitshavebeenreportedatDallas-Ft.WorthInternationalAirport,LasVegasMcCarranInternationalAirport,LosAngelesInternationalAirport,andPhoenixInternationalAirport17.EnRoutetoDescent(ANSP,airlines,aircraftmanufacturer,groundinfrastructureprovider)TheFAAhasbeenworkingonseveralprojectsaimedatimprovingATMefficiencyinthetransitionfromenroutecruisetotheterminalarea.TheThreeDimensionalPathinArrivalManagement(3DPAM)ProjectisacollaborativeeffortbetweentheFAA,NationalAeronauticsandSpaceAdministration(NASA),TheBoeingCompany,airlines,andotherindustryparticipants18.3DPAMusesacombinationofgroundandairborneautomationtocomputeandexecuteadvisoriesforaconflict-freetrajectoryfromcruisealtitudetoatime-basedmeteringfixattheTerminalRadarApproachCONtrol(TRACON)boundary.Whilemaximisingthroughputandavoidingseparationconflicts,3DPAMtrajectoriesuseoptimalprofiledescentstoimproveefficiency.Although3DPAMreliesonexistingflightdeckautomationformaximisingefficiencybenefitsandminimisingpilotworkload,newproceduresarerequiredtoensurethatthisautomationgetsusedtoitsfullpotentialinthearrivaldomain.3DPAMisunderdevelopmentattheDenverAirRouteTrafficControlCentre(ARTCC).
TheInitialTailoredArrivals(ITA)ProjectisacollaborativeinitiativebetweentheFAAandThe
BoeingCompanywithairlinepartnershipandNASAsupport.TailoredArrivalsincorporatecurrentlyunderutilisedflightmanagementsystem(FMS)functionsandFutureAirNavigationSystem(FANS)1/Aequipmentonboardoceanicaircrafttogetherwithgroundautomationknownas‘Ocean21’AdvancedTechnologies&OceanicProcedures(ATOP)toincreasetheefficiencyandarrivalcapacity.TheFANSequipmentreceivestheTAclearancefromOcean21andtheFMSthenexecutesatrajectory-basedarrivalrouteandprofileoptimisedverticallyandlaterallyfromcruisealtitudetotherunwaythreshold.CurrentlythisprojectislimitedtotheuseofOceanicFANSequippedaircraftandtheOcean21systemandisonlyperformedatselectcoastalcityairports.IntheUS,ITAshavebeenconductedatSanFrancisco,Miami,andLosAngelesInternationalAirports.TheAttila™AircraftArrivalManagementSystemdevelopedbytheATHGroup,isatoolusedbytheairlinestotracktheiraircraftinthesystem,calculateestimatedtimesofarrival,andmakesmalltimelycorrectionstoeachaircraft’sspeedtodriveoptimalsolutionsfortheairline’snetworkofflights19.TheAttila™systemcurrentlyoperatesindependentoftheATCsysteminthatarrivaltimesareprovidedtopilotsbydispatchers.Assoonasflightsenterthecruisephasetheyaregivenatimetocrosstheterminalareameterfix.Attila™mayspeedaircraftupearlyinthe“rush”tomaximiseoverallthroughput.Whilespeedingaircraftupmayincreasefullburnforthoseindividualflights,overalldelaycanbereducedandsystemfuelburncanbeminimised.Attila™takesadvantageofairlineinformationonwhichaircrafthavethehighestprioritytoreducetime(meetconnections,increaseon-time,etc).AnFAAfundedAttila™trialhastakenplacewherethesystemattemptstohelpmanagearrivalflowsfromtwoairlinesintoCharlotteairport.Fullbenefitsfromafuelsavingsstandpointrequireparticipationfromallaircraft.
17 Statement of Dr. Agam Sinha Before the House Committee on Transportation and Infrastructure, Subcommittee on ATC Modernization and NextGen, March 18, 2009, Washington, DC.
18 Summer/Fall 2010 Metrics/Benefits Analysis Report 4D Advanced Arrivals, FAA, September 2010
19 The Attila Managed Arrivals System, available on the web at http://www.athgrp.com/index.html.
OthertimebasedmeteringtoolsforterminalcongestionareusedbythroughoutmajorairportsintheUS.Fuelsavingscanbeimprovedbyusingaircraftcapabilitiestosupportachievingmeteringtimeswherepracticable.
Descent(ANSP,airport,airlines,groundinfrastructureprovider)RNParrivalproceduresweretrialledatPortlandInternationalAirportinPortland,Oregon,enablingasignificantreductioninthevariabilityofflighttracksandreducingbothfuelandemissions.RonaldReaganWashingtonNationalAirportinWashington,DC,permitRNPenabledaircrafttoflyaprecisepathalongthePotomacRiverwhileavoidingprohibitedairspace.RNAVandRNPprocedureshavebeenusedtodeconflictarrivalanddepartureproceduresatnearbyairportsandthusaccommodatemorearrivalsanddeparturesincongestedairspace.7.3_AsiaPacificEnRoutetoDescent(ANSP,airport,airlines)TheATMLongRangeOptimalFlowTool(ALOFT)isusedtohelpsequencearrivalsintoSydneyInternationalAirport.ThereisacurfewinplaceatSydneyfrom11pmto6amandthoughinternationalarrivalsdepartinordertomakethecurfew,thisisnotalwaysthecase.Withoutacoordinatedapproachtomanagingarrivals,airlineswereincentivisedtoarriveearlierinordertoimprovetheirpositioninthearrivalqueue.Inordertomanagethedemand,ATCwouldputaircraftinholdingpatternsoutsideofSydney.AirservicesAustraliaimplementedALOFTsothatarrivingaircraftareprovidedwithatimeupto1000nauticalmilesfromtheairporttoarriveatameteringfixlocated160nauticalmilesfromSydney.ThisallowsaircrafttousetheirFMScapabilitiestobestmanagefuelburnassociatedwithmeetingatimeconstraint.The
aircraftarethenissuedanadditionaltimetoarriveata40nauticalmilemeterfixusingtheirAMANsystem(MAESTRO).Boththetimesat160and40nauticalmilesallowsufficientpressureforATCtofine-tunethesequenceandmanageadditionalflowandseparationchangesasneeded–whileguaranteeingthatnoslotsforarrivalaremissed.ThisALOFTprocesswillcontinuetoberefinedastechnologyandautomationareintroduced20.
Descent(ANSP,airlines,airports,groundserviceprovider)AirwaysNewZealandhasbeenusingCollaborativeFlowManagement(CFM)tomanagearrivals.CFMinNewZealandusesgrounddelaystomanageterminalareacongestionatthedestinationairport,similartotheUSandEurope.ThedifferenceisthatinNewZealandthecalculatedarrivaltimesareusedthroughouttheflight.ThesetimesaretransmittedtoaircraftoperatingcompaniesbetweentwoandthreehourspriortoEstimatedOffBlockTime(EOBT).TheControlledTimeOfTakeoff(CTOT)andControlledTimeofArrival(CTA)timesareestablishedthroughanonline“reservation”systembasedonthelatestflightplaninformationasmodelledbytheATMsystemandthedeclaredcapacityforthedestinationairport,asdeterminedbytheANSP.TheoperationsteamcanmanipulatetheirfleettimestoprioritiseoroptimisethemanagementoftheirnetworkbutcannotmanipulateotherflightswithoutmutualagreementbetweentheoperatingcompaniesandapprovaloftheCFMcoordinator.TheoptimiseddeparturetimesareprovidedtoaircrewbytheirflightopsteamusingACARSorpre-departuremessagesnolaterthan25minutespriortoEOBTbutcanbemodifiedandupdatedpriortotakeoff.Oncetheflightsareairborne,theaircrewisrequiredtoconformascloselyaspossibletothefiledflightplan.AnyfinetuningoftheactualarrivalsequenceremainsanoperationalATCresponsibilityandthiswillbefurtherenhancedwiththeintroductionof
7Current Efficiency Improvements Worldwide
21 From conversations with CANSO member Airways New Zealand.20 From conversations with CANSO member Airservices Australia.
28_29Accelerating Air Traffic Management Efficiency: A Call to Industry
BARCO’sAMANtoolandtheuseofthe“RequiredTimeArrival”(RTA)function21.
InJapaneseAirspace,themajorsourcesofcongestionarethemetropolitanairportsandtheirsurroundingterminalareas.Today,operationsinthearrivalphaseleadtoinefficientlyflownpathsandhighcontrollerworkload.JapaneseATMisplanningtoimplement“trafficsynchronisation”,ICAO’stacticalmeasure,allowingthecontroloftrajectoriesbeyondsectorboundaries.Inthiscontext,newsequencingtoolsandnewstrategiestointegratetrafficsynchronisationanddemand/capacitybalancingwillbeneeded.
RNPdesignandimplementationatBrisbaneisaclearexampleofaircraftmanufacturer,airline,ANSP,andregulatorworkingtowardsacommongoal22.TheinitialRNP0.3designcriteriacommencedsevenmonthspriortoimplementationatBrisbane;initialdesignsweredistributedtoATCforreviewandtestedintheQantas737flightsimulatorsbeforebeingflightchecked.AnOnlineTraining(OLT)packagewasdevelopedforairtrafficcontrollertraining;thepackagetargetedthespecificelementsofchangewithineachoperationalunit;completionoftheOLTpackagewasmandatoryforallairtrafficcontrolpersonnelpriortotheirparticipationintheBrisbaneGreenproject.QantaspilotsundertooktheoreticalandsimulatortrainingtoqualifyforRNPinstrumentapproachesgenerally;importantlynoadditionaltrainingwasrequiredfortheseRNPqualifiedpilotstoparticipateintheproject.Newpilot/controllerphraseologiesweredevelopedinconjunctionwiththeregulatorandairlineparticipants;thesephraseswerealsoapplicabletootherlocationswhereRNPwasbeingintroducedandwerestandardisedthroughoutAustralia.Transparentandcollaborativesafetyactivitiesbetweentheairline,ANSPandregulatorwereafoundationtotheproject’ssuccess–thisincludedthesafetyframework,datacollection,andreportingwithcontinualoversightbytheAustralianRegulator(CivilAviationSafetyAuthority).
7.4_EurasiaANSPsinEurasiahaveformedthe“CoordinationCouncilofEurasia”toenhanceoperationalefficiencyindealingwithATMissuesaffectingneighbouringStatesandtodevelopagreedproposalsintheareaofATMtobesubmittedtonationalaviationadministrations.ThemembershipofthisgroupincludestheANSPsofEurasiaandpermanentobserversfromindustryandairlines.TheCoordinationCouncil(CC)hasworkingsubgroupstomanagethevariousspecialisttasksneededtosupporttheobjectivesofthecouncil.Theseincludeinteralia:—harmonisationofATMregulatorydocumentsof
“Eurasia”CCStates;—supporttobilateralAgreementsbetweennational
ATMenterprisesof“Eurasia”CCStates;—organisationalandtechnicalissuesoflanguage
trainingprovisionforAirTrafficControlOfficers(ATCOs);
—developmentofproposalstoensureseamlessflightsofallairlines;
—organisationalandtechnicalissuesofRVSMimplementation;
—organisationalandtechnicalissuesofFlightPlan(FPL)2012implementation;
—establishmentofautomatedAirTrafficFlowManagement(ATFM)systemfor“Eurasia”CCStates,includingdeploymentoftheInternationalAirNavigationService(IAS)ensuringitsinteroperabilitywithEurocontrol;
—establishmentofautomatedflightsafetyassessmentsystem;
— interoperabilityofsatellitecommunicationsnetworkofCentralAsiawiththesimilarsatellitecommunicationsnetworkofRussiaintheinterestsofATM;
—DevelopmentofinterfacesbetweennationalATMdatabases.
22 http://www.airservicesaustralia.com/wp-content/uploads/RNP_Brisbane_ Green_Project_Stage1_Report.pdf.
TheFederalStateUnitaryEnterprise,StateAirTrafficManagementCorporationoftheRussianFederation(StateATMCorporation)hasdrawnupamodernisationprogrammecalledthe“JointATMsystemModernisationoftheRussianFederation(2009-2015)–whichhasbeenapprovedbytheGovernment23.ThisprogrammeaimstoincreaseflightsafetyandairspaceefficiencythroughthemodernisationoftheRussianJointATMSystem,andtooptimiseairspaceusebymeansofinnovativeequipmentandtechnology.TheprogrammeiscomparablewithothermodernisationprogrammessuchasSESARinEuropeandNextGenintheUS.
Amongthekeymeasurescontainedwithintheprogrammeistheconsolidationofareacontrolcentres,enhancementofterminalandenrouteAirNavigationService(ANS)provision,modernisationofaeronauticaltelecommunicationsanddatalinknetworks,implementationofasingleairspacemanagementsystem,transitiontoCommunication,NavigationandSurveillance(CNS)/ATMbasedtechnologiesaswellasestablishmentofintegratedcivilmilitaryautomatedATCsystems.
Theconsolidationofareacontrolcentresiswelladvanced.Theprocessisduetobecompleteby2015when13regionalcentreswilltaketheplaceoftheexistingfacilities.Bytheendof2010,twosuchcentreshadalreadybeenestablished:InMoscow,theAutomatedATCCentreBranch,andinRostov-on-Don,theSouthAirNavigationBranch.In2011,aconsolidatedcentreatKhabarovskwillbeginoperations.Justacoupleofyearsagothenumberofareacontrolcentrestotalled118.Todaythereare69andtheprogrammeremainsontracktocompletethetaskby2015.
Between2009and2015investmentinthemodernisationprogrammeisestimatedtoexceedEUR1billion.InadditiontotheresourcesappropriatedbytheStateATMCorporation,theRussianGovernmentrendersassistancebyallocatingfundsfromthefederalbudget.In2010,
themajoritemsofinvestmentincludedconsolidationoftheareacontrolcentres,installingterminalATCautomationequipmentinaccordancewiththefederaltargets;andATMsystemmodernisationinpreparationforReducedVerticalSeparationMinima(RVSM)implementation.
Duringthecomingyears,100short-rangenavigationsystemsandover100terminal,en-routeandsecondaryradarswillbedeployed.Over50satellitecommunicationstations,770VHF/HFvoicecommunicationandAutomaticTerminalInformationService(ATIS)stationsaretobemodernised.Additionally,100full-scaleandvisualsimulatorswillbeimplemented.Thescopeofworkissignificantandithastobecarriedoutoverlargedistances,ofteninharshweatherconditions.
7.5_Africa–IATAserviceAirlinesandairtrafficauthoritiesarebeingcontinuouslychallengedbyexistingairspacestructure.Incertainareas,flightroutingsofferedbyAirTrafficControl(ATC)serviceshavebeenslowtokeeppacewiththerapidchangesofairlines’operationaldemands,especiallyforlong-haulcity-pairs24.
AcrossthesouthernAtlanticandovertheAfricancontinent,regionalroutestructures,builtmanyyearsago,havebecomeoutdatedandarebecomingconstrainingfactorsduetotheirinflexibility.IATAhasworkedwithkeystakeholderstohelpintroducemoreflexibleroutings,mainlyinlessdensetrafficareas.ThisworkiscallediFLEX(IATAFlexibleRoutings).Twomajorairlines,EmiratesandDeltaarealreadyinvolvedintheproject,andareconfidentthatiFLEXcanbedevelopedtosignificantlychangethewaytheyoperate.UsingwhatisalreadyavailableontheairplaneandwithinATCgroundsystems,themovefromFixedtoFlexcaneasilybeaccomplishedinanorderlyandefficientmanner.Theobstacleistochallengethetraditionalwayofthinking.ImplementingiFLEXdoesnotrequire
7Current Efficiency Improvements Worldwide
23 http://www.canso.org/cms/streambin.aspx?requestid=7C56A539-46FB- 49A2-B79B-7F2580EEE587
24 http://www.iata.org/whatwedo/airport-ans/infrastructure_strategy/ Documents/iFLEX.pdf
30_31Accelerating Air Traffic Management Efficiency: A Call to Industry
anychangestotheairlines/aircraftnortotheANSPsortheirsystems.TheIATAGuidanceMaterialwillprovidethe‘science’toimplementtheprogrammegloballyandonasustainablebasis.
TheiFLEXprogrammebuildsonexistingbest-practices,currenttechnologyandwithsolutionsthatcanbeimplementedacrossseveralFIRsorregionsinday-to-dayoperatingconditions.AllnewFlexRoutesgeneratedwillbevalidatedinreal-timeforNoticestoAirmen(NOTAMs),airspacerestrictionsanden-routeweatherconditions.Theresultingflightplanswilluseacombinationofexistinginfrastructure,waypoints,latitude/longitudes,fixed-airwayswithnewFlexRouteswherepossibletoobtainanoptimisedtrajectorygiventhewindsforthatperiod.ItwillrequireclosecoordinationwithICAO,states,ANSPsandairlines.7.6_MiddleEastAtthefirstMiddleEastAirspaceUserandStakeholderEngagement(MEAUSE)ConferenceheldinNovember2010,MiddleEasternANSPsandAirspaceUsers,bothcivilandmilitary,discussedfutureplansfortheregionandthenecessaryframeworkandconsultationneededtoachievethis.OneoftheoutcomesofthisconferencewastheestablishmentoftheCANSOMEAUSEWorkgroup.
TheMEAUSEWorkgroupthatspecificallyengagesANSPs,airspaceusersandotheraviationstakeholderstobuildlastingrelationshipsaimedatthetransformationofATMperformance25.
PriortothecreationoftheMEAUSEWorkgrouptheregiondidnothaveapermanentconsultationmechanismforaviationstakeholderstosupportthedevelopmentofafuturevisionandplans.
ThedevelopmentofanANSP’splansforthefuturerequiresadetailedanalysisofoperationalneedsandrequirementsinordertocreatetheoptimuminvestmentplantoimplementtherequiredprojects.TheexecutionoftheseprojectsmustbedoneinatimelymannertoensurethatthegroundinfrastructureoftheCNS/ATMelementsmatchthe
airspaceusers’airbornesystemequipageplans.TheANSPs’businesscasefortheirprojectsis
thereforedirectlydependantontheairspaceusers’futureplans.ThisisespeciallytrueforsystemsthatrequirebothgroundandairborneelementssuchasAutomaticDependentSurveillance–Broadcast(ADS-B),SatelliteBasedAugmentationSystem(SBAS),FANS-1/A,GroundBasedAugmentationsystem(GBAS),andAeronauticalTelecommunicationNetwork(ATN).
TobuildaharmonisedfuturevisionandplanintheMiddleEastrequiresaconsultationplatformtohelpaviationstakeholders:— Identifychallenges—Understandrequirementsanddevelopsolutions—Translaterequirementsandsolutionsinto
projectelements—Developanimplementationplanforall
projectelements
Unfortunately,theMiddleEastregiondoesnothaveaconsolidatedCNS/ATMplanwithanimplementationtimeframethatisagreeabletoallANSPsandairspaceusers.ThissituationmadethedevelopmentoffutureplansforbothANSPsandairlinesveryriskysincefinancialinvestmentsinfutureprojectsarebasedonmanyassumptionsandfewfactswhileprojectbenefitscannotbeguaranteed.
TheMEAUSEWorkgrouphasdevelopedseveralsurveysforANSPs,airlines,airportsandthemilitarytogainanunderstandingoftheirfutureplanswithregardstospecificCNS/ATMelements.Ananalysisofthesurveyshasclearlyshowntheareastorefineandharmonisefutureplanstoensurethatcollectivelygoalsandobjectivesaremet.
ThebenefitsforthisharmonisedfutureCNS/ATMplanfortheMiddleEastregioninclude:—Addressingregionalchallengesanddeveloping
recommendationsandsolutions—Ensuringthatthebenefitsofthemodernisation
projectsarerealisedandallstakeholdersseea
25 http://www.canso.org/cms/streambin.aspx?requestid=602CB48B-5844-4146-A70A-16EA5D8C73CC
returnontheirinvestments—Creatingaconsolidatedtimeframefor
implementationthatisagreeabletoallstakeholders.—Establishingapositivebusinesscaseforthe
CNS/ATMprojectelements
TheMEAUSEWorkgroupbringssubstantialchangefortheMiddleEastbycreatingaplatformforthecontinuousengagementofallthestakeholderstoshapethefuturevisionandplansfortheregion.
7.7_Oceanic&RemoteRegionsRegulator,ANSP,airlines,aircraftmanufacturers,avionicssuppliers,groundinfrastructureprovidersSince2009,NavCanadahasusedADS-BOutintheHudsonBaytoreduceseparationsbetweentrailingaircraftfrom80nmto5nminremoteairspace.ADS-Bequippedandauthorisedairlinesgetpreferredroutingwhilenon-equippedairlinesareaccommodated.ThetrafficdensityofADS-Bequipagerangesbetween50and60%.Approximately30airlinesoperatingover800aircraftwithADS-BOutareoperatingintheHudsonBayand
seeingsubstantialsavingsinfuelandemissions.AirservicesAustraliawasthefirstcountryto
implementADS-Bcontinent-wide,deliveringtheabilitytoprovide5nmseparationthroughoutitsenrouteairspace.ThegroundnetworkinAustraliauses29groundstationstoprovidecompletecoverageofairspaceaboveFL290andquitealotofcoveragebelowthat,tothegroundatmanylocations.AirservicesprovidesADS-BserviceswhereverADS-BcoverageisavailableandAirservicesexpectstoextendthatcoveragecommencingnextyear.AirserviceshasanagreementwithIndonesiatoexchangeADS-Bdatawheretheirairspacesjoin.
TheFAAhasimplementedADS-BOutforlowaltitudehelicopteroperationsintheGulfofMexicosinceDecember2009.ADS-Bequippedaircraftflydedicatedaltitudestoenableradar-likehandoffsandpermitdirectroutingsfromHoustonCentreandtheGulfCoastApproachControls.Forequippedaircraft,ATCrequiredseparationwasreducedfrom12nmto5nm.Equippedoperatorshaveseenwaittimesforclearancedeliveryreducedfrom45minutesdownto2minandfuelsavingsduetodirectroutingsof90to100lbs/flight.
Table 2 —Summary of environmental benefits of AIRE-1 Flights in 2009
7Current Efficiency Improvements Worldwide
32_33Accelerating Air Traffic Management Efficiency: A Call to Industry
26 http://www.sesarju.eu/environment/aire
27 Delivering Green Results: A summary of European AIRE project results in 2009, SESAR Joint Undertaking, 2010.
28 http://www.faa.gov/nextgen/implementation/portfolio/trans_support_ progs/aire/flights/surface/
29 ASPIRE – Asia and Pacific Initiative to Reduce Emissions, Annual Report, 2011.
7.8_CollaborationAmongRegionsAIRETheEuropeanCommissionandtheFAAlaunchedtheAtlanticInteroperabilityInitiativetoReduceEmissions(AIRE)26in2007.In2009,AIRE-1executed1,152commercialflighttrialswith18stakeholderpartnersinfivedifferentlocations.Eachoftheflighttrialswereaimedatimprovingenvironmentalperformanceofflightsusingcurrenttechnologieswithimprovedoperationalprocedures27.TheEuropeantrailsaresummarisedinTable2withAIRE-1partnersandprojectsshowninFigure17below.
IntheUS,AIREdemonstrationflightshaveincludedsurface,terminal,enrouteoceanic,andgate-to-gateflightsfromandwithintheUS.SurfacedemonstrationshavefocusedonCollaborativeDepartureQueueManagementatMemphisandOrlando28InternationalAirports.ThegoaloftheseprojectshasbeentoenabledatasharingbetweentheFAA,airlines,andairportoperatorstoreducetaxitimesandtheuseofAuxiliaryPowerUnitsontheairportsurface.
Startingin2008,AIREdemonstrationflightsforenrouteoceanicfocusedonthecollaborationbetweenFAAandNAVPortugaltoallowpartnerairlinestomodifytheroutingoftheirflightswhileenrouteDARPallowaFANS-1/Aequippedaircrafttorequestarerouteclearancetotakeadvantageoffavourabletailwindsorminimiseheadwinds.In2008,AirEuropaparticipatedwithflightsfromMadridtoHavana,SantoDomingo,andCaracas.Theprojectwasexpandedin2009and2010toincludeLufthansaAirlines.ThisprocedurebecamefullyoperationalandavailableforeastboundandwestboundflightsthroughNewYorkOceanicAirspacein2010.
Thefirsttransatlanticgate-to-gateAIREdemonstrationflightswithBoeingaircraftwereflowninApril2010.AirFranceandAmericanAirlinesparticipatedwithflightsfromParistoMiamiinvolving
DSNA,UKNATS,NavPortugalandtheFAA.In2011,FAApartneredwithNAVCanada,UKNATS,DSNA,andAirFrancetooptimiseAirbusA380transatlanticgate-to-gateflightsfromNewYorkJFKtoParisCDG.ASPIREAsiaandPacificInitiativestoReduceEmissions(ASPIRE)wasstartedinFebruary,2008asacollaborationbetweentheFAA,AirservicesAustralia,andAirwaysNewZealand.Sincetheoriginalformation,theJapaneseCivilAviationBureau,theCivilAviationAuthorityofSingapore,andAeroThaihavealsojoinedasANSPmembers29.ASPIREpromotestheimplementationofAirTrafficManagementenvironmentalbestpracticeandhasestablishedaworkprogrammeofinitiativestodeliverimprovedenvironmentaloutcomesacrosstheAsiaPacific.
Forexample,UserPreferredRoutes(UPRs)areclearedlateralprofiles,customisedforeachindividualflight,tomeetthespecificoperatorbusinessneedsforthatflightusingDARPasthein-flightproceduretomodifythelateralprofiletotakeadvantageofcurrentwinds.Theminimumlateralandlongitudinalseparationstandardinoceanicairspacewheregroundbasednavigation,surveillance,andvoicecommunicationarenotavailableis30/30nm.TimebasedarrivalmanagementaretrafficflowmanagementproceduresandATCdecisionsupporttoolstosequencearrivalsintohighdensityairspacethatimproveefficiencybyshiftingdelaystothelesscongestedenroutephaseofflight.OptimisedProfileDescents(OPDs)andTailoredArrivals(TAs)improvefuelefficiencyduringthearrivalphaseofflight.Departureoptimisationenableunconstrainedclimbtocruiselevelandtracktoroutestartpointandoceanictrajectory.Theseproceduresminimiselowaltitudevectoringandtheneedtoleveloffatinterimaltitudes.
INSPIREBuildingonthesuccessoftheASPIREpartnership,theIndianOceanicStrategicPartnershiptoReduceEmissions(INSPIRE)wasestablishedinMarch2011betweenAirservicesAustralia,AirTrafficNavigationServices(ATNS)ofSouthAfrica,andAirportsAuthorityofIndia.INSPIREisacollaborativenetworkofpartnersandpeerorganisationsacrosstheArabianSeaandIndianOceanregiondedicatedtoimprovingfuelefficiencyandsustainabilityofaviation.AirlinespartnersincludeEmiratesAirline,EtihadAirways,VirginAustralia,andSouthAfricanAirways.
7Current Efficiency Improvements Worldwide
Figure 17 —2009 SJU AIRE-1 partners and projects
34_35Accelerating Air Traffic Management Efficiency: A Call to Industry
8Opportunities for Stakeholder Collaboration forATM Efficiency Improvement
Thissectionofferssuggestionsforhowkeystakeholders,whoareaffectedbyeachothers’actions,canworktogetherforgenuinemutualbenefit.
ThekeystakeholdersintheaviationindustryincludeANSPs(alongwithairtrafficcontrollerorganisations),airportsandthecommunitiessurroundingairports,regulators,airlines,aircraftmanufacturers,avionicsandgroundinfrastructuresuppliers.Theyareallinter-relatedaspresentedinFigure18.TheirinteractionsaffectboththeefficiencyandinefficiencyintheATMsystemanddirectlyimpactthepaceofchange.Onlybyworkingtogethercantheinterdependenciesbeaddressedandinefficienciesreduced.
ANSPsareresponsibleforthemanagementofflightsthroughouttheairspacestructure.Theymanagetheoverallflowanddirectaircrafttoensuresafetyofflight.Theyneedtoworkcloselywithregulatorstoaccelerateimplementationofnewproceduresandtechnologytoincreaseairspacecapacityandreduceenvironmentalimpact.Theymustcollaboratecloselywithairportsandairportauthoritiesandacknowledgeairplaneoperators’prioritiestooptimiseoperations.ANSPsneedtoshiftingrolesfromdirectingto“managing”flightsoncethetools,training,andsafetyanalysesareinplace.Industrycanhelpacceleratethistransitionthroughdetailedmodelling,simulationandnewcollaborativetrials.
Inthenearterm,ANSPscansupportthefuelefficientmanagementofnecessarydelayduetocongestionbybringingairlinesandairportstogetherto“broker”systemlevelefficiencieswhilemaintainingequity.SuccessesinAirportCDMandvirtualqueuemanagementcanbeappliedtothearrivalprocesstocurbthe“rush-to-wait”incentivesinthesystemtoday.
Airportoperatorsareresponsibleforthemanagementoftheairportenvironment,includingtheroadsleadingtoandfromtheairport,theterminal
building,andthemanagementoftheairside.Airportoperatorsmustworkcloselywith:cityplannerstomakesuretheroadsleadingtoandfromtheairportcanaccommodatepassengers;withairplaneoperatorstoaccommodateefficientpassengersandfreighttransfer;withregulatorstoimplementnewstandards;withANSPstooptimiseairspaceprocedures,whilealsoengagingwiththelocalcommunitytomanagegrowthandpavethewayfornewefficientoperations.AirportandAirplaneOperators,ANSPs,andtheLocalCommunityshoulddevelopmetricsforlocalefficiencyanddevelopasustainabilityframeworkthattakesintoaccountthepotentiallycompetingenvironmentalobjectivesofminimisingbothnoiseandlocalemissions–whileplanningforandmanagingfuturegrowth.AirportoperatorscanhelpbringairlinestogetherwithANSPstocreateefficientandequitableproceduresastheydidforAirportCDM.
Regulatorsareresponsibleforacceleratingthedevelopmentofnewguidancematerial,criteria,policies,andproceduresthatenableimprovedoperationsthatwillreduceaviation’senvironmentalimpact.TheymustworkcloselywithANSPs,airportsformasterplandevelopment,communities,internationalgovernmentbodiesforglobalharmonisation,airplaneoperatorstoprioritisethemostdesirablefunctionalprioritiesandairplanemanufacturerstodetermineanefficientwaytoimplementnewonboardtechnologiesandcapabilities.Regulatorsneedtoimplementleanprinciplestoacceleratethechangeprocesswithoutsacrificingsafety.WithcloserairplaneOriginalEquipmentManufacturer(OEM),regulatorandANSPfocusedcollaboration,thedevelopmentofguidancematerial,criteria,andpoliciesfornewoperationalcapabilitiescouldlikelybereducedfrom5-10yearsto3-5years.Regulatorresponsibilitiesmayincludeestablishingrulesforensuringcomplianceofnewprocedures.Havingregulatorparticipationsupportstheassurancethat
newinvestmentswillbereturnedtotheANSPsandaircraftoperatorsintheformofcostsavings,capacityenhancements,andotherdirectbenefits.
Airlines,meaningallairplaneoperatorsincludingpassenger,cargo/freightcarriers,business,andgeneralaviationmustaccommodatepassengerorcustomerdemands,mustmanageanintegratednetworkofflightswhileoftenhavingtoimplementdifferentrequirementsfromvariousinternationalregulators.Airplaneoperatorsmustcollaboratetoworkforcoordinatedimplementationofcommon,interoperablestandardsthatmeettheirbusinessobjectiveswhilenotimposingunreasonablerequirementsongeneralaviation.Airplaneoperatorsneedtosupportairportoperatorswithlocalcommunityengagementto“findaway”toimplementnew,efficientairportapproaches.Airlineshaveabusinessincentivethatnaturallyfocusesontheircompetitiveadvantages.Morefocusisneededonbenefitsthatwillbenefitthe
aviationsystemasawhole.Otherstakeholdersoutlinedabovemustsupportairlineswithincentivesforalongertermfocus.
Aircraftmanufacturersmustcontinuetoworkcloselywithregulators,ANSPs,avionics,andgroundsystemsupplierstodevelop,implement,andcertifynewtechnology,operationalcapabilities,andcorrespondingproceduresthatenhancegate-to-gateefficiencyinamorecosteffectivemanner.Throughthestimulusofcompetition,aircraftmanufacturersworkcloselywiththeirairlinecustomerstodeterminethenewfunctionalitythatoffersthemostoperationalbenefits.Thechallengeofcertifyingthisnewcapabilitycosteffectivelyhowever,requirescloserup-frontcollaborationwithOEMs,avionicssuppliers,regulatorsandoperatorstoseekprocessimprovementswhereverpossible.ToaccomplishATMefficiencyapproaching98%by2050requirescollaborationbetweentheairplanemanufacturers,
Figure 18 —Stakeholders working together for maximum ATM efficiency
8Opportunities for Stakeholder Collaboration for ATM Efficiency Improvement
36_37Accelerating Air Traffic Management Efficiency: A Call to Industry
regulators,operatorsandANSPstoaccelerateharmonisedimplementationofnewATMsystems.
Avionics/groundsystemsupplierswillcontinuetoworkcloselywithaircraftmanufacturers,ANSPs,andregulatorstodevelop,implementandcertifynewtechnologiesandoperationalcapabilitiestoaccommodateincreasedairtrafficdemand,whilesimultaneouslyenablingmoreefficientaircrafttravel.Avionicssuppliershavetheaddedchallengeandresponsibilitytocosteffectivelycreatenewoperationalcapabilityacrosstheaircrafttypespectrumthathelpsreachacriticalmassofequipageinthefleet.WhentheproceduresareinplacethroughOEM,ANSPandairportcollaborationtotakeadvantageofnewtechnology,thecriticalmassmaybecomethe“tippingpoint”requiredbyairlinestoobtainthebenefitsoftheirinvestment.GroundsystemsuppliershavethechallengeofcreatingsolutionsforANSPswithregionaldifferencesandchallenges.Theirresearchmustfocusonthemostforwardthinkingsolutionsthatbenefitallstakeholders.
Communitiesinthevicinityofairportsaresensitivetonoiseandemissionsfromoperationsatanynearbyairports.Theircooperationisessentialtoenablinggrowthandenablingnewoperationsattheairport.Localcommunitiesneedtofindrepresentativesthatcanexpresscommunityconcernswhilealsoappreciatingtheeconomicroleplayedbytheairportandtheaviationindustryandrecognisetheindustrygoalforreducingglobalemissionsaswellaslocalnoise.
9Industry Challenge and Next Steps
9.1_SharingofBestPracticesWemusttakeadvantageofsharingbestpracticesacrosstheATMspectrum.a. TheCANSOEnvironmentalWorkingGroup
haswrittenseveralreferencedocumentstoservethatpurpose.TheWorkingGroupsetupaMetrics&MethodologiesSubgroupthatforthepast3yearshasbeendrivingtowardsconsensusanddevelopingguidanceonperformancemeasurementmethodologiesforATMcontributionstowardsaviation’sCO2emissions.Thesubgrouphaswritten“MethodologiesforCalculatingDelays/ImprovementOpportunityPoolsbyPhaseofFlight”toprovideANSPsguidanceontherecommendeddatasourcesandsoftwareforcalculatingpotentialbenefits,recommendedproceduresfordevelopingbenchmarktimes,calculationsforspecificphasesofflight,andtheprocessforaccumulatingtheopportunitypoolintoanationalairspacesystem-widepool.Tothatend,ICAOhasdevelopedtheICAOFuelSavingsEstimationTool(IFSET)toassistmemberStatesinestimatingfuelsavingsinamannerthatisconsistentwiththemodelsapprovedbytheCommitteeonAviationEnvironmentalProtection(CAEP)andalignedwiththeICAOGlobalAirNavigationPlan.Aquantifiedcommonunderstandingoffuelsavingopportunitiesacrossstakeholderswillhelpaccelerateprogress.
b. TheCANSOEnvironmentalWorkingGrouphaswrittenotherwhitepapersthatserveasacollectionofbestpracticesfrommembersonspecifictopics.Thewhitepaperonnoisehighlightsnoiseissues,identifiesbestpracticesformanagingairspacechangesrelatedtonoise,anddocumentsareaswherestakeholdersupportmustbeobtainedtoachievebroadergoals.
c. Thewhitepaperonspeedcontrolfocusesonthepotentialforfuelsavingsduringpeakperiodsofarrivaldemandatcongestedairports.Thecasestudiespresentedshowthatmuchimprovementcanbemadeusingtoday’stechnologiesbothonthegroundandintheaircraft.Successneedstobebasedonimprovingtoday’sproceduresasopposedtowaitingforanoptimumsolution.TheCANSOEnvironmentalWorkingGroupwillcontinuetowritepapersofinteresttomembers.
9.2_CollaborationisKey
Wemusttakeadvantageofopportunitiestoworktogether.ProgrammessuchasEuropeanAirportCDMbringtogetherEurocontrol,AirportsCouncilInternational,andIATAtoreducefuelburnontheairportsurface.ProgrammeslikeAIRE,ASPIRE,andINSPIREbringtogetherANSPs,airports,andregulatorsfromdifferentregionsinanefforttoreducefuelburnandemissionsthrougheveryphaseofflight.Thoughtheregionsmaydiffer,theairlinesthatparticipateinthesetrialsoperateineachofthoseregionsandhelptobringpoliciesandprocedurestogetherformutualbenefit.Itisonlythroughcollaborationthatwecanidentifyinformationthatcanbesharedformutualbenefit.
9.3_Let’sstarttodayTheopportunityandtheneedsareclear.Thechallengeisgreatandifindustrystepsuptoimplementthefollowingsevensteps,togetherwecanacceleratechange.a. Improvethecollectiveunderstandingofthe
operationalbenefitsofmoreefficientATMoperations.Thisrequiresclearproblemdefinitionsbyphaseofflightineachprimarystakeholderdomain(ANSP,operator,community,etc.)aswellasclearandcommonefficiencymetricsandperformanceindicatorsthatlendthemselvestomeasuringoperationalimprovements.Fromthis,industrycanquantifytheachievablebenefitstotheusercommunityandsharesuccessesfromearlyimplementers.
b. Increasestakeholdercollaboration.Throughincreasedcollaboration,theindustrycanidentifyandprioritisethechangesthatreducefueluse,increaseoperationalefficiency,reduceCO2emissions(withinevermorechallenginglocalnoiselimitations)andimproveeachstakeholder’sbottomline.ThisprioritisationwillimprovethemanagementoflimitedpublicandprivateinvestmentsrequiredtoupdateATMinfrastructureandairbornesystemsandreduceimplementationrisks.
c. Accelerateoperationaltrialsandproceduresthattakeadvantageofexistingaircraftcapabilities.Modernaircraftarealreadyabletonavigatewithunprecedentedaccuracy,predicttheirfuturelocationsmoreaccuratelythangroundbasedsystems,andrelaypositionandtrajectoryinformationtoothers.Newoperationsandproceduresmustbeacceleratedtotakeadvantageoftheseinvestmentsinperformancebasednavigationsystems,ADS-Bequipment,anddigitalcommunicationscapability.TheworkalreadybeingdonewithANSPcooperation(suchasRNAV/RNPapproaches,continuous
9Industry Challenge and Next Steps
38_39Accelerating Air Traffic Management Efficiency: A Call to Industry
descents,andI-Flexrouting)isessentialtoacceleratingearlyefficiencyimplementation.ContinuedtrialslookingatairspeedcontrolorCTA’stomanageterminalcongestionisalsokeytoourfuturesuccess.
d. Accelerate“realtime”collaborativedecisionmakingthroughenhancedinformationsharing.RealtimeinformationsharingbetweenoperatorsandANSPspermitscoordinatedtaxiandtakeofftimes(minimisinggroundfuelconsumptionandenablinglesscontingencyfueltherebyloweringairbornefueluse).Likewise,nearrealtimeinformationsharingwillenhanceflighttimepredictability,arrivalmanagementefficiency,anduserpreferredrouteadjustmentsintheeventofsignificantwindorweatherchanges.Theabilitytonegotiatetakeoff,arrivaltimes,androutechangesinasafeandtimelymannerminimisesfueluse,CO2emissions,andcosts.
e. Reduceairspacerestrictionsthatleadtoinefficientoperations.ThisstepisaprimaryemphasisforEurocontrol’sSingleEuropeanSkyconcept.However,therearestillopportunitiesforimprovedcollaborationonsharedairspaceuseandapprovalofuserpreferredroutes.Internationalagreementsshouldbenegotiatedonairspaceusagecoststominimiseinefficientflightsbyoperatorsbasedonbusinessdecisions.
f. Acceleratetheapprovalprocessfornewproceduresandoperations.Thisstepgoesbeyondstep“c”andcallsonindustrytocollaborateandapplyleanprinciplesthatwillacceleratetheimplementationprocessandtimelinewhilemanagingcertificationcostsfornewproceduresandoperationsbasedonnewtechnicalcapability.
g. PromotecommonbestpracticesinATMtoensureinternationalharmonisation.TheICAOledAviationSystemBlockUpgrades(ASBU)planprovidesanexcellentopportunityforglobalcollaborationonairspaceinteroperabilityandefficiency30.BothSESARinEuropeandNextGenintheU.S.aremappingfutureinitiativesintotheICAOparadigminpreparationforformalizingtheplanatthe12thAirNavigationConferenceinNovember2012.TheASBUplanidentifiesastructuredapproachforcoordinatingregionalchangestoaviationsystems(airandground)thatleadtoglobalharmonisationandenhancedcapability.Theplanprovidesanopportunityformultiplestakeholderstoworkwithregionalagenciestoplananorderlyimplementation.Operators,ANSPsandregionalgovernmentswillneedtocoordinatedeploymentsofairandgroundcapabilitiestoreducecoststoallstakeholdersandeliminateperformancedifferencesacrossregions.
Thesestepsrequirecommitmenttoasharedobjective–improvedoperationsforall.Thetimeisrighttostartworkingtogetheroneachofthesestepstoday.
30 GANIS (Global Air Navigation Industry Symposium) Working Document, ICAO Aviation System Block Upgrades, “The Framework for Global Harmonization”, Aug 2011.
10Glossary
40_41
10Glossary
3D-PAM3DimensionalPathArrivalManagement
ACARSAircraftCommunicationsAddressingandReportingSystem
A-CDMAirportCollaborativeDecisionMaking
ADS-B/CAutomaticDependentSurveillance–Broadcast/Contract
AIREAtlanticInteroperabilityInitiativetoReduceEmissions
ALOFTATMLongRangeOptimalFlowTool
AMANArrivalManagement(ATMArrivalManager)
ANSPAirNavigationServiceProvider
ARTCCAirRouteTrafficControlCentre
ASDE-XAirportSurfaceDetectionEquipment,ModelX
A-SMCGSAdvancedSurfaceMovementGuidanceandControlSystem
ASBUAviationSystemBlockUpgrades(ICAO)
ASPIREAsiaandPacificInitiativestoReduceEmissions
ATAGAirTransportActionGroup
ATCAirTrafficControl
ATCOAirTrafficControlOfficers
ATIS AutomaticTerminalInformationService
ATMAirTrafficManagement
ATNSAirTrafficandNavigationServices
ATOP AdvancedTechnologiesandOceanicProcedures
ATSAirTrafficServices
CANSOCivilAirNavigationServicesOrganisation
CAEP CommitteeonAviationandEnvironmentalProtection
CALM Computer-assistedApproachandLandingManagement
CARATS CollaborativeActionsforRenovationofAirTrafficSystems
CC CoordinationCouncil
CDM CollaborativeDecisionMaking
CDQM CollaborativeDepartureQueueManagement
CDS CollaborativeDepartureScheduling
CFM CollaborativeFlowManagement
CFMUCentralFlowManagementUnit(Eurocontrol)
CNS CommunicationNavigationSurveillance
CPDLCControllertoPilotDataLink
C-PDS CollaborativePre-DepartureSequence
CTA ControlledTimeofArrival
CTOT ControlledTimeofTakeoff
DARP DynamicAirborneRerouteProcedures(orProgrammeorPlanning)
DSNA DirectiondesServicesdelaNavigationAérienne
DFS DeutscheFlugsicherung
EDCT/AFTMExpectedDepartureClearanceTime/AirTrafficFlowManagement
EOBT EstimatedOffBlockTime
Accelerating Air Traffic Management Efficiency: A Call to Industry
ENSURE ENRouteShannonUpperairspaceREdsign
ETOT EstimatedTakeOffTime
EUROCONTROLEuropeanOrganisationfortheSafetyofAirNavigation
FAAFederalAviationAdministration
FANSFutureAirNavigationSystem
FMG FlughagenMünchenGmbH
FMSFlightManagementSystem
FPLFlightPlan
GANISGlobalAirNavigationIndustrySymposium
GBASGroundBasedAugmentationSystem
IAAIrishAviationAuthority
IAS InternationalAirNavigationService
IATA InternationalAirTransportAssociation
ICAO InternationalCivilAviationOrganization
iFLEXIATAFlexibleRoutings
IFSETICAOFuelSavingsEstimationTool
INSPIRE IndianOceanStrategicPartnershiptoReduceEmissions
KPIKeyPerformanceIndicator
LVNL LuchtverkeersleidingNederland
MITRETheMitreCorporation
NASANationalAeronauticsandSpaceAdministration
NATSNationalAirTrafficServices
NextGenNextGenerationTransportationSystem
NOTAM(s)NoticestoAirmen
NTSFRNightTimeFuelSavingsRoutes
OEM OriginalEquipmentManufacturer
OLTOnlineTraining
OOOIOut,Off,On,In(ACARSmessage)
OPD OptimumProfileDescent
PBN PerformanceBasedNavigation
RNAVAreaNavigation
RNP RequiredNavigationPerformance
RTA RequiredTimeofArrival
RVSM ReducedVerticalSeparationMinima
SARASpeedAndRouteAdvisor
SBASSatelliteBasedAugmentationSystem
SESARSingleEuropeanSkyATMResearch
SID StandardInstrumentDeparture
STAR StandardArrivalRoute
TA/ITATailoredArrival/InitialTailoredArrival
TMATrafficManagementAdvisor
TRACONTerminalRadarApproachCONtrol
UPRUserPreferredRoute
10Glossary
42_43
Appendix AEuropean Airport CDM Projects
Airport ANSP Airline
Amsterdam Schipol LVNL KLM
Arlanda LFV SAS Norwegian
Athens International S.A, Eleftherios Venizelos
ATC Hellenic CAA Olympic Airlines, Aegean Airlines
Barcelona
Berlin-Schönefeld DFS Deutsche Flugsicherung GmbH
Brussels Belgocontrol Airline Operators Committee, Brussels Airlines, Thomas Cook
Dublin Irish Aviation Authority Main Airlines operating at DUB (Ryanair, Aer Lingus, Aer Arann, Cityjet, British Midlands, etc.)
Dusseldorf DFS Deutsche Flugsicherung GmbH
Frankfurt DFS Deutsche Flugsicherung GmbH Deutsche Lufthansa
Geneva Skyguide
Helsinki Finavia Finnair (Hub AO), Blue 1 (Hub AO), Air Finland (Hub AO) , SAS (AO, as a parent company of the Blue1), Finnish Commuter Airlines (hub AO)
Istanbul DHMI THY A.O (AO), OHY AIRLINES A.S. (AO) , MNG AIRLINES (AO), ATLASJET HAVACILIK A.S.(AO)
Kiev Boryspil UkSatSE Ukraine International Airlines, Aerosvit, AOC, Alexandr Goryachev
Lisbon NAV (ANSP) TAP (major AO); PGA (AO), SATA (AO),
London Heathrow NATS-NSL Aircraft Operators – Represented by the AOC including British Airways, bmi, Air Canada, Virgin, Lufthansa
Lyon DSNA (Direction des Services de la Navigation)
AOC: Airlines Operator Committee
Madrid AENA Iberia
Manchester NATS Airlines – via AOC / Working Group Member
Milan Malpensa ENAV AOC (Airline Operators Committee)
Munich DFS Deutsche Flugsicherung GmbH AOC, Deutsche Lufthansa
Oslo Avinor SAS, Norwegian
Paris CDG DSNA Air France, AOC: Airlines Operations Committee
Prague Air Navigation Services of Czech Republic Czech Airlines
Rome Fiumicino ENAV ALITALIA , AOC: Airline Operators Committee
Stuttgart DFS Deutsche Flugsicherung GmbH
Vienna Austro Control GmbH Austrian Airlines
Warsaw Polish Air Navigation Agency (PANSA) Lot Polish Airlines (LOT)
Zurich Skyguide
Appendix BAMAN tools in use byairports and ANSPs in Europe
TableB1.Airports,ANSPs,andAMANtoolsinuseinEurope
Airport ANSP AMAN Tool Ground System Provider
Paris CDG MAESTRO Egis-Avia
London Heathrow UK NATS OSYRIS Barco
Frankfurt Main DFS 4D PLANNER DFS, DLR
London Gatwick UK NATS OSYRIS Barco
Zurich Skyguide CALM (OSYRIS) Barco
Copenhagen Catsup MAESTRO Egis-Avia
Paris Orly MAESTRO Egis-Avia
Oslo/Gardermoen OSYRIS Barco
Stockholm/Arlanda MAESTRO Egis-Avia
Dublin MAESTRO Egis-Avia
Helsinki/Vantaa MAESTRO Egis-Avia
TableA1.StatusofcurrentEuropeanA-CDMProjects
Accelerating Air Traffic Management Efficiency: A Call to Industry
CANSO – TheCivilAirNavigationServicesOrganisation–istheglobalvoiceofthecompaniesthatprovideairtrafficcontrol,andrepresentstheinterestsofAirNavigationServicesProvidersworldwide. CANSOmembersareresponsibleforsupportingover85%ofworldairtraffic,andthroughourWorkgroups,membersshareinformationanddevelopnewpolicies,withtheultimateaimofimprovingairnavigationservicesonthegroundandintheair.CANSOalsorepresentsitsmembers’viewsinmajorregulatoryandindustryforums,includingatICAO,wherewehaveofficialObserverstatus. FormoreinformationonjoiningCANSO,visitwww.canso.org/joiningcanso
Accelerating Air Traffic Management Efficiency: A Call to Industry
THE BOEING COMPANY – TheBoeingCompanyistheworld’slargestaerospacecompanyandleadingmanufacturerofcommercialaviationjetlinersanddefense,spaceandsecuritysystems.Thecompany’s170,000employeessupportairlinesandgovernmentcustomersin150countries. Boeingisworkingwithgovernment,industryandairlinepartnersaroundtheglobetoimprovetheworld’sairtrafficsystem.Byapplyingexpertiseintheareasofmodelingandsimulation,airspacedesign,systemsintegrationandnavigationservices,Boeing’sAirTrafficManagementteamisattheforefrontofcreatingtheinfrastructureforatransformationalairtrafficmanagementsystem. Formoreinformation,visitwww.boeing.com/boeingedge
Full Members - 78—— Aeronautical—Radio—of—Thailand—(AEROTHAI)—— Aeroportos—de—Moçambique—— Air—Navigation—and—Weather—Services,——
CAA—(ANWS)—— Air—Navigation—Services—of—the—Czech—Republic—
(ANS—Czech—Republic)—— Air—Traffic—&—Navigation—Services—(ATNS)—— Airports—and—Aviation—Services—Limited—(AASL)—— Airports—Authority—of—India—(AAI)—— Airports—Fiji—Limited—— Airservices—Australia—— Airways—New—Zealand—— Angkasa—Pura—I—— Austro—Control—— Avinor—AS—— AZANS—Azerbaijan—— Belgocontrol—— Bulgarian—Air—Traffic—Services—Authority—
(BULATSA)—— CAA—Uganda—— Civil—Aviation—Authority—of—Bangladesh—(CAAB)—— Civil—Aviation—Authority—of—Botswana—— Civil—Aviation—Authority—of—Singapore—(CAAS)—— Civil—Aviation—Regulatory—Commission—(CARC)—— Department—of—Airspace—Control—(DECEA)—— Department—of—Civil—Aviation,—Republic—of—Cyprus—— DFS—Deutsche—Flugsicherung—GmbH—(DFS)—— Dirección—General—de—Control—de—Tránsito—Aéreo—
(DGCTA)—— DSNA—France—— Dutch—Caribbean—Air—Navigation—Service—Provider—
(DC-ANSP)—— ENANA-EP—ANGOLA—— ENAV—S.p.A:—Società—Nazionale—per—l’Assistenza—al—
Volo—— Entidad—Pública—Aeropuertos—Españoles—y—
Navegación—Aérea—(Aena)—— Estonian—Air—Navigation—Services—(EANS)—— Federal—Aviation—Administration—(FAA)—— Finavia—Corporation—— GCAA—United—Arab—Emirates—— General—Authority—of—Civil—Aviation—(GACA)—— Hellenic—Civil—Aviation—Authority—(HCAA)—— HungaroControl—Pte.—Ltd.—Co.—— Israel—Airports—Authority—(IAA)—— Iran—Airports—Co—— Irish—Aviation—Authority—(IAA)—— ISAVIA—Ltd—— Japan—Civil—Aviation—Bureau—(JCAB)—— Kazaeronavigatsia—— Kenya—Civil—Aviation—Authority—(KCAA)—— Latvijas—Gaisa—Satiksme—(LGS)—— Letové—prevádzkové—Služby—Slovenskej—
Republiky,—Štátny—Podnik
Lighter—areas—represent—airspace—covered—by—CANSO—Members
CANSO Members
Correct—as—of—11—April—2013.—For—the—most—up-to-date—list—and—organisation—profiles—go—to—www.canso.org/cansomembers
—— Luchtverkeersleiding—Nederland—(LVNL)—— Luxembourg—ANA—— Maldives—Airports—Company—Limited—(MACL)—— Malta—Air—Traffic—Services—(MATS)—— NATA—Albania—— National—Airports—Corporation—Ltd.—— National—Air—Navigation—Services—Company—
(NANSC)—— NATS—UK—— NAV—CANADA—— NAV—Portugal—— Naviair—— Nigerian—Airspace—Management—Agency—(NAMA)—— Office—de—l’Aviation—Civile—et—des—Aeroports—
(OACA)—— ORO—NAVIGACIJA,—Lithuania—— PNG—Air—Services—Limited—(PNGASL)—— Polish—Air—Navigation—Services—Agency—(PANSA)—— PIA—“Adem—Jashari”—-—Air—Control—J.S.C.—— PT—Angkasa—Pura—II—(Persero)—— ROMATSA—— Sakaeronavigatsia—Ltd—— S.E.—MoldATSA—— SENEAM—— Serbia—and—Montenegro—Air—Traffic—Services—
Agency—(SMATSA)—— Serco—— skyguide—— Slovenia—Control—— State—Airports—Authority—&—ANSP—(DHMI)—— State—ATM—Corporation—— Tanzania—Civil—Aviation—Authority—— The—LFV—Group—— Ukrainian—Air—Traffic—Service—Enterprise—
(UkSATSE)—— U.S.—DoD—Policy—Board—on—Federal—Aviation
Gold Associate Members - 14—— Abu—Dhabi—Airports—Company—— Airbus—ProSky—— Boeing—— BT—Plc—— FREQUENTIS—AG—— GE—Air—Traffic—Optimization—Services—— GroupEAD—Europe—S.L.—— ITT—Exelis—— Lockheed—Martin—— Metron—Aviation—— Raytheon—— SELEX—Sistemi—Integrati—S.p.A.—— Telephonics—Corporation,—ESD—— Thales—
Silver Associate Members - 62
—— Adacel—Inc.—— ARINC—— ATCA—–—Japan—— ATECH—Negócios—em—Tecnologia—S/A—— Aviation—Advocacy—Sarl—— Avibit—Data—Processing—GmbH—— Avitech—AG—— AZIMUT—JSC—— Barco—Orthogon—GmbH—— Booz—Allen—Hamilton,—Inc.—— Brüel—&—Kjaer—EMS—— Comsoft—GmbH—— CGH—Technologies,—Inc—— Abu—Dhabi—Department—of—Transport—— Dubai—Airports—— EADS—Cassidian—— EIZO—Technologies—GmbH—— European—Satellite—Services—Provider—(ESSP—SAS)—— Emirates—— Entry—Point—North—— Era—Corporation—— Etihad—Airways—— Guntermann—&—Drunck—GmbH—— Harris—Corporation—— Helios—— Honeywell—International—Inc.—/—Aerospace—— IDS—–—Ingegneria—Dei—Sistemi—S.p.A.—— Indra—Navia—AS—— Indra—Sistemas—— INECO—— Inmarsat—Global—Limited—— Integra—A/S—— Intelcan—Technosystems—Inc.—— International—Aeronavigation—Systems—(IANS)—— Iridium—Communications—Inc.—— Jeppesen—— JMA—Solutions—— LAIC—Aktiengesellschaft—— LEMZ—R&P—Corporation—— LFV—Aviation—Consulting—AB—— Micro—Nav—Ltd—— The—MITRE—Corporation—–—CAASD—— MovingDot—— New—Mexico—State—University—Physical—Science—Lab—— NLR—— Northrop—Grumman—— NTT—Data—Corporation—— Project—Boost——— Quintiq—— Rockwell—Collins,—Inc.—— Rohde—&—Schwarz—GmbH—&—Co.—KG—— RTCA,—Inc.—— Saab—AB—— Saab—Sensis—Corporation—— Saudi—Arabian—Airlines—— SENASA—— SITA—— STR-SpeechTech—Ltd.—— TASC,—Inc.—— Tetra—Tech—AMT—— Washington—Consulting—Group—— WIDE
CANSO—–—The—Civil—Air—Navigation—Services—Organisation—–—is—the—global—voice—of—the—companies—that—provide—air—traffic—control,—and—represents—the—interests—of—Air—Navigation—Services—Providers—worldwide.—
CANSO—members—are—responsible—for—supporting—over—85%—of—world—air—traffic,—and—through—our—Workgroups,—members—share—information—and—develop—new—policies,—with—the—ultimate—aim—of—improving—air—navigation—services—on—the—ground—and—in—the—air.—CANSO—also—represents—its—members’—views—in—major—regulatory—and—industry—forums,—including—at—ICAO,—where—we—have—official—Observer—status.—For—more—information—on—joining—CANSO,—visit—www.canso.org/joiningcanso.—