Green atm final

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Green ATM

Welcoming remarks

Alain Siebert, Chief Environment & Economist

Amsterdam – 9 March 2011

Agenda

9:30 Welcoming remarksAlain Siebert, Chief Economist & Environment, SESAR Joint Undertaking

9:35 SESAR’s environmental approach9:35 SESAR’s environmental approachCélia Alves Rodrigues, Environment Officer, SESAR Joint Undertaking

9:45 Strategic fitPierre Caussade, Senior Vice President Environment & SustainableDevelopment, Air France

10:00 Quick wins: Examples from the fieldOceanic/En-Route: Rudy Kellar, Vice President Operations, NAV Canada y , p ,Terminal: Evert Westerveld, AIRE Project Manager, LVNL Surface: Robin Onghena, DSNA

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Agenda

10:45 What comes thereafter: moving towards the perfect flight with SESAR Captain Peter Larsson, Airspace User Lead Expert for Project B4.2, S di i Ai liScandinavian Airlines

11:00 Final word and end of technical workshop Alain Siebert, Chief Economist & Environment, SESAR Joint Undertaking

END

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SESAR Environmental Approach

ATC Global 2011

Green ATM workshop – 9 March 2011Célia Alves Rodrigues – Environment Officer

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Build a new ATM system that is Build a new ATM system that is able to meet future mobility needs able to meet future mobility needs while protecting the environmentwhile protecting the environmentwhile protecting the environmentwhile protecting the environment

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Main Opportunities

• One programme: collaboration and inclusiveness

• Building a compelling Environmental Case, driver to secure industry buy-in

• Support the development of adequate standards and regulation to support ▪ Sustainable development and global regulation to support deployment

• Practical/fact oriented approach

• Innovative thinking

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p gemissions on top of the political agenda

▪ ATM enhancements are the main opportunity to reduce aviation's footprint before 2020 – confirmed by a recent study

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Environment is a priority for SESAR

Three Layer Environmental Approach

1. Implement greener practices in

2. Principles to be applied to the SESAR R&D programme

p g pthe workplace and reduce SJU’s environmental footprint (not presented)

the SESAR R&D programme

3. Incremental SESAR deployment and monitoring

High Level Environment Objectives

SESAR should be recognised as the most environmentally - conscious ATM developmentATM development programme in the world

Enable 10% fuel savings per flight as a result of ATM improvements alone

Improve the role of ATM in developing environmental rules

Be the driver of change!

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R&D

Ensure that Environment is treated as a priority inside the

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treated as a priority inside the Programme

• Ensure progress & facilitate collaborative decisions

M i h ff i

SJU management response

• Monitor the effectiveness of the R&D activities to define environmental rules

• Gate to gate environmental considerations

• Develop the SESAR label

• Validation close to operations

• Monitor other research projects

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SESAR programme level – Projects (1/2)

• 80% of SESAR projects address environmental issues directly or indirectly

• Establish & monitor environmental performance targets and indicators

• Develop compelling environment cases

• Support decision making

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• Advanced validation methodology ensuring end-to-end consideration of

SESAR programme level – Projects (2/2)

to e d co s de at o oenvironmental aspects in all R&D activities

• Focus on data collection in the field versus use of models/simulations

• Consideration of environmental trade-offs –noise / CO2 in parallel

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AIRE - Atlantic Interoperability Initiative to Reduce Emissions

• Capitalize on present aircraft capabilities

P id b t ti• Provide best practices and success stories

• Demonstrate benefits by performing flight trials

• Accelerate transition to implementation

• Mapping of AIRE projects with SESAR projects

• A pragmatic transatlantic partnership

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AIRE Expansion

• Expand – more regions & partners

• More focused taking into account previous AIRE results and SESAR developments

• Full integration in overall SESAR lid ti dSESAR validation roadmap

• Disseminate AIRE best practices

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Incremental SESAR deployment and monitoringmonitoring

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Ensure the deployment and effective use of new and greener ATM technologies

2012 objectives

• Initial 4D trajectory is validated in an operational environment supported by satellite-based t h ltechnology

• 5,000 flights, including 500 military, are SESAR labelled

• SESAR benefits are demonstrated on city pairs connecting 8 European airports

• Airspace users have signed up• Airspace users have signed up to the SESAR business case (including the environment case) for time-based operations

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Proposed Approach

• Compelling Environment case is developed for first SESAR deployment Packages (applicable from 2013)

• Deliver early R&D results enabled fuel burn reductions of approximately 2% in 2012 (baseline 2010)

• Reduce taxi out by 1 minute perReduce taxi out by 1 minute per departure in major airports

• Assess CO2 footprint of current noise abatement procedures

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Conclusions

• Environment is a priority for SESAR

• Ambitious environmental targets

• ATM Master Plan is our common roadmap to successsuccess

• PPP works and is a unique opportunity to introduce change

• Validation as close as possible to the operational environment

• Capitalizing on present aircraft capabilities and local partnerships matter to us: concrete p pdemonstration of results now with AIRE

Lets make it happen together!

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Thank you …

EUROPEAN COMMISSION

www.sesarju.eu

Strategic fit

Pierre Caussade – Air France

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KEY ISSUESKEY ISSUES

FOR A SUSTAINABLE DEVELOPMENT

Pierre CaussadeSenior VP Environment and Sustainable Development

Air France

ATC Global 2011Amsterdam – 09 March 2011

Some key figures for Air France-KLM

1 Group, 2 companies

Revenues (2009-10) = 21 billion €

Workforce (31.12.09)

Ground Staff : 73 000 Flight Attendant : 26 000 Cockpit Crew : 9 200

Fleet : 594 aircraft

Network : 236 destinations within 107 countries

3 businesses

71 millions passengers


1.5 millions tons of cargo

Engineering and Maintenance customers : 150 airlines worldwide

Founding member of the SkyTeam alliance

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Addressing five key issues for a sustainable development

Combating climate change

Building a sustainable relationship with our customers

Minimizing our environmental impacts

Promoting a responsible human resources policy


Driving local development

Our Climate Action Plan :


We modernize our fleet

We optimize our daily operations

We promote research programs (aircraft, engines, alternative fuels, ATM…)

We actively contribute to international negotiations in order to


y greach a global agreement under the umbrella of ICAO

We support environmental programs led by NGO’s

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Some key figures :

1 ton 3 15 tons

2 to 3 %

1 tonfuel burnt

3.15 tons=of CO2 emitted

3.8 liters/passenger/100 km

95


of global man-made CO2 emissions 95 gCO2/passenger/km

AF KLM fuel efficiency

Manufacturers, airlines, airports and ANSPs bodies have


jointly and globally committed to specific goals to cut aviation-related CO2 emissions :

by 2020, to improve energy efficiency by 1.5% a year

from 2020, to ensure the stabilization of CO2 emissions and further neutral carbon growth


by 2050, 50% reduction of CO2 emissions compared to 2005 levels

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Key factors for CO2 emissions reduction (source : IATA)

KEY


An other key issue : to minimize noise pollution

We promote ICAO “balanced approach” :

Cutting noise at source


Cutting noise at source

Operating noise abatement procedures

Regulating land-use around airports

Restricting operations

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Focus on ATM issues

We fully support SESAR and NextGen research Programs

We are proud to have been fully committed to SESAR since day 1 We are proud to have been fully committed to SESAR since day 1

AF operates first “green flight” from Europe to USA (part of AIRE program) – 6 april 2010

But we need to go FURTHER

Quick wins


Quick wins

Pragmatic developments : low investment but significant results

Conclusion

Finally, what is at stake ?

Our licence to grow !

“We strive to achieve sustainable development through financial social and environmental excellence”


financial, social and environmental excellence

Jean-Cyril SpinettaChairman of Air France-KLM

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Quick wins: examples fromthe field

Rudy Kellar – NAV Canada

Evert Westerveld – LVNL

Robin Onghena - DSNA

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Background

•SESAR Joint Undertaking (SJU) 2007 Modernization of European ATM systemCoordinates relevant research

•AIRE (Atlantic Interoperability Initiative to Reduce Emissions) Managed by SJU and FAA Accelerate pace of Performance BasedAccelerate pace of Performance-Based

Operation Implement fuel efficient procedures - all

flight phasesCapitalize on current aircraft capabilities

and best practices

Opportunity

Lead: NAV CANADA

Partners: Air France, NATSPartners: Air France, NATS

•Assess and trial flights over North Atlantic

• Identify and prioritize ATM procedures and systems for potential to reduce GHG emissions

•Participating airlines:Participating airlines:Air Canada

United Airlines

British Airways

Delta

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ENGAGE Corridor SolutionEUROPE – NORTH AMERICA Go ADS-B

for a GREENER ENVIRONMENT

Current Operations

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ENGAGE:Opportunity on the NAT

•Promote:Collaboration

Technology

Best Practices

•More efficient operations

•Improve performance•Improve performance

•Opportunity to re-think and modify North Atlantic traffic

Track Structure:without expanded surveillance

Altitude

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East Coast ADS-B©

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Surveillance Airspace

Track Structure:with expanded surveillance

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*Targets of opportunity to vary altitude &

Mach

*Altitude

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How Do We Achieve This?

ADVANCED OCEANIC

NATS = SAATS

OCEANIC ATC

SYSTEMS

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NAV CANADA = GAATS+

A Collaborative Approach…to keeping an eye on aviation and the environment

ANSP:

NAV CANADA

ANSP:

NATS

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CUSTOMERS:

AIR FRANCE

ADVANCED TECHNOLOGIES

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ENGAGE Trial Dates

• Demonstration Flights - 2010gJune: World Environment DayNovember: AIRE A380

• Phase 1 – Approved December 2010Pre-ops validation & proof of concept NAT flight trials

• Phase 2 – Spring 2011

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Operational flight trials (possible multiple flights)Multiple flight simulation trials Flight data analysis Fuel burn and GHG results - Summer 2011

• Review flight trial results

• Compile and analyze data

Next Steps

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• Proactive communications:Achievable GHG emissions

Efficiency benefits

• An invitation to Montréal

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Trial results to date and findings

May 2011

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“Collaboration

A Powerful Thought….

Collaboration equals innovation.”

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Michael Dell

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CIFER

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CIFER - Looking Ahead

For more information:

www navcanada ca

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SESAR Technical Sessions

Green ATMGreen ATMQuicks wins, examples from the field

Schiphol AIRE trial

Sheet 49

Trajectory Based Night Time CDA’s

Evert Westerveld

LVNL, ATC the Netherlands

The Challenge

• Night “Transitions” (CDA from FL70) in place since mid 90’s

• Inbound “long haul wave” between 04:00 am and 05:30 am LT

Sheet 50

• Bunching effects (with subsequent vectoring and holding) during “bad nights”

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The ChallengeCurrent night time procedures

Sheet 51

The ChallengeExample of current night time ops

03:55 LT

Sheet 52

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04:00 LT

Sheet 53


04:05 LT

Sheet 54

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04:10 LT

Sheet 55


04:15 LT

Sheet 56

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04:20 LT

Sheet 57


04:25 LT

Sheet 58

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04:30 LT

Sheet 59


04:35 LT

Sheet 60

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04:40 LT

Sheet 61


04:45 LT

Sheet 62

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The Project

• Optimization of existing night time OPS

• Pre-planning and sequencing of flights

• Taking benefits from trajectory information exchange

• Cutting excess trackmiles and level segments

Sheet 63

• Cutting excess trackmiles and level segments

• Increasing percentage of top-of-descent type CDA’s

The Concept1. Automatic Connected Aircraft (= 80 %)

SITA / ARINC

ACARS DL

KLM OCC

ACC execPre-Planner

Operator

MQ message set

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The Concept2. Web Connected Aircraft (= 10 plus %)

SITA / ARINC

ACARS DL

Delta OCC

ACC execPre-Planner

OperatorWeb Interface

The Concept3. Non Connected Aircraft (= 10 minus %)

Radio Telephony

ACC execPre-Planner

Operator MUAC / NATS

Coordination by telephone

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The Pre-Planner

Sheet 67

Status early March 2011

• Receiving live KLM trajectory data

• Technical testing completed

• Traffic analysis phase starting up

• Procedures documentation @ 80%

Sheet 68

• Planning of first OPS tests in progress

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Trial Planning

Phase 3: Tuning pre-planner in operationsApril 8 – Sept 30, 2011

Phase 4: Full functional test (alt/spd restricted)October 2011

Phase 5: Emission Reduction TrialNovember 2011

Sheet 69

Work to be done…

Definition of Nominal Agreed Routes

Sheet 70

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Organizations to acknowledge…

Atlantic Initiative to Reduce Emissions

ATC GLOBAL 2011SESAR TECHNICAL SESSIONSMARCH 9, 2011

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AIRE 2009/ 2010/2011 – CDG Surface Trials

Performance of flight trialsvalidating solutions for the

reduction of CO2 emissions

Olivier DELAIN

Robin ONGHENA

Laurent RENOU

CDG Surface Trials initiatives

•Three initiatives have been addressed in 2009:• “Departure taxiing with one or two engines off”• “Minimising arrival taxi time”Minimising arrival taxi time• “Reduction of departure taxi time”

Evaluation 1 Departure taxiing with one or two engines off March 22 to April 10, 2009 16

Evaluation 2 Minimising arrival taxi time April 14 to April 24, 2009 28

Evaluation 3a Reduction of departure taxi time (Phase A) June 02 to June 09, 2009 6

Evaluation 3b Reduction of departure taxi time (Phase B) October 19 to October 22, 2009 309

Identification Evaluation Title Dates Flights

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Ensure consistency with CFMU slot if any

1Minimise the RWY pressure while guaranteeing a sufficient number of aircraft at RWY entries so that the

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Reduction of departure taxi timeContext and Objectives

Avoid too many aircraft in taxiways to increase safety, reduce stop and go, lower waiting times at RWY threshold, thus reducing fuel consumption and CO2

emissions

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3at RWY entries so that the RWY controller can optimise the management of RWY

Manage the taxi time to sequence pushback times and ensure that the aircraft arrives at runway threshold at calculated times

emissions

Benefits Analysis of GLD process (Arthur D.Little, 2007):

Reduction of waiting time at RWY: 1700T of fuel/ year (Air France)Reduction of taxi time from stand to holding point: 2300 T of fuel /year (Air France)

Anticipate capacity increase by having a buffer of aircraft ready

For departure

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DMAN STPV(Flight Data Processing System)

TOBT, TSATRWY capacity,RWY pressure,RWY configuration

GLD algorithm SARIA DPI Generator

TOBT TSAT

Airport and Airlines Systems

Alerts CDM@CDG website

DPI

CTOT

p y

CTOT: Calculated Take Off Time DPI: Departure Planning Information messageGLD: Gestion Locale des Départs (Implementing Pre-Departure Sequence Concept)SARIA: Système d’Allocation de Ressources et Informations Aéroportuaires (ADP airport database)STPV: Système Traitement Plans de Vols (French FDPS)TOBT: Target Off Block Time (time at which an AO or GH estimates will be ready -all doors closed, boarding bridges removed and pushback vehicle available - and ready to start up/pushback immediately upon reception of clearance from the TWR (CDM implementation. Manual)TSAT: Target Start Up Approval Time (The time provided by ATC taking into account TOBT, CTOT and/or the traffic situation that an aircraft can expect start up / push back approval)

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AIRE and PDS

Three main AIRE steps in parallel of PDS full implementation:

1. The green flight: several tests during 2009 and 2010 (AIRE 1)2 The GLD evaluation from oct 19th to Oct 22th 2009 (AIRE 1)2. The GLD evaluation from oct, 19th to Oct 22th 2009 (AIRE 1)3. Greener airports under adverse conditions (AIRE 2)

CDM@CDG project status:

The commissioning of DMANHMI , linked with PDS system, is inoperation (live) from November 9, 2010 at Paris Charles de Gaulleairport.

After Munich and Brussels, CDG is a labelled CDM airport (IP1) since, p ( )November 16, 2010 (00:00 utc).

The scope of operational situations covered by this project includes

Planned RWY closure,

Low Visibility Operations,

Situations where all aircraft have to de‐ice,

Snow conditions

Greener Airports under Adverse Conditions

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DMAN general interface for the Clearance Delivery Position

DMAN specific interface for TWR supervisor

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What comes thereafter: moving towards the perfect flight with SESAR

Captain Peter Larsson – ScandanavianAirlines

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A successful flight with SESAR - from an airline perspective

2011-03-09

Peter Larsson

Flight Captain, Scandinavian Airlines

AU lead B4.2

BDT, Business Development Trajectory

• Months or years before flight• Not shared outside the airline• Gradual iterations and refinement (within the airline)

08.10

ARN

07.00

CPH

05MAY2025

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SBT, Shared Business Trajectory

• User preferred and PBO, Performance Based Operation with minimum cost and environmental load. Both CPH and ARN will likely be ”managed” airspace withseparation service.

• Shared with ATM system• Gradual iterations and refinements between airline and ATM system

08.10

ARN

08.15

07.00

CPH

07.05

08.04:30


07.36

07.48

08.1508.09

ARN08.02

07.28

07.0507.17

CPH

07.21

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08.04:30


07.36

07.4807.50

07.37

08.1508.09

ARN08.02

07.28

08.1108.17

07.0507.17

CPH N50074E009303.0,R,2032,N54370E011559,4000,132814.0,,,N55134E012293,4000,133349.0,,,N55224E012377,4000,133512.0,,,N55332E012479,4000,133651.0,R,2034,N55484E013024,4000,133912.0,,,N56076E013272,4000,134225.0,,,N56203E013440,4000,134434.0,,,N56339E014020,4000,134651.0,,,N56459E014185,4000,134853.0,,,N57216E015078,4000,135458.0,,,N57544E015553,4000,140038.9,,,N58064E016132,4000,140243.0,,,N58167E016287,3539,140433.B,,,N58184E016312,3449,140451.0,R,1192,N58563E017301,1900,141232.A,,,N59091E017539,1900,141541.1,L,355,N59172E018092,1530,141744.0,R,972,N59319E018122,1042,142035.C,,,N59481E018181,550,142403.0,L,238,N59538E018202,483,142447.0,L,102,N59471E017580,247,142744.0,,,N59438E017568,138,142856.1,,,N59400E017554,17,143031.1,,,

Gradual iterations and refinements into :07.21

RBT, Reference Business Trajectory

07.50

07.37

08.04:30

Minimised air distance;saving emissions

Continous descent operations;saving emissions and noise

ARN07.2807.28

08.1108.17

08.04:30

Continous climb operations;saving emissions and noise

07.0507.17

CPH

07.21

07.1707.05

• Agreement – not a clearance• Airlines agree to fly – ANSPs agree to facilitate• Times are estimates, but can also be targets and/or constraints• Automatic updates outside predefined thresholds• Revised if constraints change or RBT cannot be achieved

07.21

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2500

90%

100%

Baseline 330NM Green FlightPost flight monitoring

500

1000

1500

2000

20%

30%

40%

50%

60%

70%

80%

Ackumulated fuel used (kg)

% of Max Fuel Flow/H

eight

Fuel Flow (% of Max) TKOF thrust excludedHeight (% of Max)

Ackumulated fuel used (kg)

00%

10%

0 50 100 150 200 250 300 350

Distance (NM)

Questions?

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Final word

Alain Siebert – SESAR JU

Thank you for your attention!

Visit us at the SESAR JU booth inhall 9 and meet the SESAR experts!

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Documents

Green atm final