SESAR at ATC Global - Technical Workshop on Green ATM


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SESAR Joint Undertaking participation at ATC Global 2011 - Proceedings of the Technical Workshop on Green ATM

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SESAR at ATC Global - Technical Workshop on Green ATM

  1. 1. Green ATMWelcoming remarksW l i kAlain Siebert, Chief Environment & EconomistAmsterdam – 9 March 2011
  2. 2. Agenda9:30 Welcoming remarks Alain Siebert, Chief Economist & Environment, SESAR Joint Undertaking9:35 SESAR’s environmental approach Célia Alves Rodrigues, Environment Officer, SESAR Joint Undertaking9:45 Strategic fit Pierre Caussade, Senior Vice President Environment & Sustainable Development, Air France10:00 Quick wins: Examples from the field Oceanic/En-Route: Rudy Kellar, Vice President Operations, NAV Canada Terminal: Evert Westerveld, AIRE Project Manager, LVNL Surface: Robin Onghena, DSNA Page 2
  3. 3. Agenda10:45 What comes thereafter: moving towards the perfect flight with SESAR Captain Peter Larsson, Airspace User Lead Expert for Project B4.2, Scandinavian Airlines11:00 Final word and end of technical workshop p Alain Siebert, Chief Economist & Environment, SESAR Joint Undertaking END Page 3
  4. 4. SESAR Environmental ppApproachATC Global 2011Green ATM workshop – 9 March 2011Célia Alves Rodrigues – Environment Officer
  5. 5. Build a new ATM system that isable to meet future mobility needswhile protecting the environment Page 5
  6. 6. Main Opportunities• One programme: collaboration and inclusiveness i l i• 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 emissions on top of the political deployment agenda• Practical/fact oriented ▪ ATM enhancements are the main approach opportunity to reduce aviations• Innovative thinking footprint b f f i before 2020 – confirmed b fi d by a recent study Page 6
  7. 7. Environment is a priority for SESAR Three Layer Environmental Approach 1. Implement greener practices in the workplace and reduce SJU’s environmental footprint (not presented) 2. Principles to be applied to the SESAR R&D programme 3. Incremental SESAR deployment and monitoring
  8. 8. High Level Environment Objectives SESAR should be recognised as the most environmentally - conscious ATM 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 p g rules Be the driver of change! Page 8
  9. 9. R&D Ensure th t Environment is E that E i ti treated as a priority inside the Programme Page 9
  10. 10. SJU management response• Ensure progress & facilitate collaborative decisions• 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 j t Page 10
  11. 11. 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 Page 11
  12. 12. SESAR programme level – Projects (2/2) • Advanced validation methodology ensuring end- gy g to-end consideration of environmental aspects in all R&D activities • Focus on data collection in the fi ld th field versus use of f models/simulations • Consideration of environmental trade-offs – noise / CO2 in parallel Page 12
  13. 13. AIRE - Atlantic Interoperability Initiative toReduce Emissions • Capitalize on present aircraft capabilities p • 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 Page 13
  14. 14. AIRE Expansion • Expand – more regions & partners • More focused taking into accou t previous account p e ous AIRE results and SESAR developments • Full integration in overall SESAR validation roadmap • Disseminate AIRE best practices Page 14
  15. 15. Incremental SESARdeployment andmonitoring it i Ensure the deployment E th d l t and effective use of new and greener ATM d technologies Page 15
  16. 16. 2012 objectives• Initial 4D trajectory is validated in an operational environment supported by satellite-based t db t llit b d technology• 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 to the SESAR business case (including the environment case) for time-based operations Page 16
  17. 17. Proposed Approach• Compelling Environment case C lli E i t is developed for first SESAR deployment Packages (applicable from 2013) ( li bl f• Deliver early R&D results enabled fuel burn reductions of approximately 2% in 2012 (baseline 2010)• Reduce taxi out by 1 minute per departure in major airports• Assess CO2 footprint of current noise abatement procedures Page 17
  18. 18. Conclusions • Environment is a priority for SESAR • Ambitious environmental targets • ATM Master Plan is our common roadmap to success • 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 demonstration of results now with AIRE Lets make it happen together! Page 18
  19. 19. ThankTh k you… EUROPEAN COMMISSION
  20. 20. Strategic fit gPierre Caussade – Air France
  21. 21. KEY ISSUES FOR A SUSTAINABLE DEVELOPMENT Pierre Caussade Senior VP Environment and Sustainable Development Air FranceATC Global 2011Amsterdam – 09 March 2011
  22. 22. 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 o t e S y ea a a ce ou d g e be of the SkyTeam allianceATC Global 2011Amsterdam – 09 March 2011
  23. 23. Addressing five key issues for a sustainable development Combating climate change Minimizing our environmental impacts Building a sustainable relationship with our customers Promoting a responsible human resources policy Driving local developmentATC Global 2011Amsterdam – 09 March 2011
  24. 24. Combating climate changeOur Climate Action Plan : We modernize o r fleet moderni e our We optimize our daily operations We promote research programs (aircraft, engines, alternative fuels, ATM…) fuels ATM ) We actively contribute to international negotiations in order to reach a global agreement under the umbrella of ICAO g g We support environmental programs led by NGO’s ATC Global 2011 Amsterdam – 09 March 2011
  25. 25. Combating climate changeSome key figures : 1 ton = 3.15 tons fuel burnt of CO2 emitted 2 to 3 % t 3.8 38 liters/passenger/100 km of global man-made CO2 emissions 95 gCO2/passenger/km AF KLM fuel efficiencyATC Global 2011Amsterdam – 09 March 2011
  26. 26. Combating climate changeManufacturers, airlines, airports and ANSPs bodies havejointly and globally committed to specific goals to cutaviation-related CO2 emissions :  by 2020, to improve energy efficiency by 1.5% a year f from 2020, to ensure the stabilization of CO2 emissions and f th 2020 t th t bili ti f i i d further neutral carbon growth  by 2050, 50% reduction of CO2 emissions compared to 2005 levelsATC Global 2011Amsterdam – 09 March 2011
  27. 27. Key factors for CO2 emissions reduction (source : IATA) KEYATC Global 2011Amsterdam – 09 March 2011
  28. 28. An other key issue : to minimize noise pollution We promote ICAO “balanced approach” :  Cutting noise at source  O Operating noise abatement procedures ti i b t t d  Regulating land-use around airports  Restricting operations g pATC Global 2011Amsterdam – 09 March 2011
  29. 29. 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  AF operates first “green flight” from Europe to USA (part of AIRE program) – 6 april 2010 But we need to go FURTHER  Quick wins  Pragmatic developments : low investment but significant resultsATC Global 2011Amsterdam – 09 March 2011
  30. 30. Conclusion Finally, what is at stake ? Our licence to grow ! “We strive to achieve sustainable development through financial, social and environmental excellence” Jean-Cyril Spinetta Chairman of Air France-KLMATC Global 2011Amsterdam – 09 March 2011
  31. 31. Quick wins: examples fromthe fieldRudy Kellar – NAV CanadaEvert Westerveld – LVNLRobin Onghena - DSNA
  32. 32. Background• SESAR Joint Undertaking (SJU) 2007 Modernization of European ATM system Coordinates relevant research• AIRE (Atlantic Interoperability Initiative to Reduce Emissions) ) Managed by SJU and FAA Accelerate pace of Performance-Based Operation Implement fuel efficient procedures - all flight phases Capitalize on current aircraft capabilities and best practices
  33. 33. OpportunityLead: NAV CANADAPartners: Air France, NATS• Assess and trial flights o er North Atlantic over• Identify and prioritize ATM procedures and systems for potential to reduce GHG emissions• Participating airlines: Air Canada United Airlines British Airways Delta
  35. 35. Current Operations
  36. 36. ENGAGE:Opportunity on the NAT• Promote: Collaboration Technology Best Practices• M efficient operations More ffi i t ti• Improve performance• Opportunity to re-think and modify North Atlantic y traffic
  37. 37. Track Structure: without expanded surveillanceAltitude
  38. 38. © AIRBUS S.A.S. All rights rese erved. Confidential and proprietary document. d East Coast ADS-B
  39. 39. Track Structure: with expanded surveillance Surveillance Airspace * * erved. Confidential and proprietary document. Altitude d *Targets of opportunity to pp y© AIRBUS S.A.S. All rights rese vary altitude & Mach
  40. 40. How Do We Achieve This? ADVANCED OCEANIC ATC SYSTEMS NATS = SAATS erved. Confidential and proprietary document. d NAV CANADA =© AIRBUS S.A.S. All rights rese GAATS+
  41. 41. A Collaborative Approach …to keeping an eye on aviation and th environment t k i i ti d the i t ANSP: NAV CANADA ANSP: NATS erved. Confidential and proprietary document. d CUSTOMERS: ADVANCED© AIRBUS S.A.S. All rights rese TECHNOLOGIES AIR FRANCE
  42. 42. ENGAGE Trial Dates • Demonstration Flights - 2010 June: World Environment Day November: AIRE A380 • Phase 1 – Approved December 2010 Pre-ops validation & proof of concept NAT flight trials • Phase 2 – Spring 2011 erved. Confidential and proprietary document. Operational flight trials (possible multiple flights) d Multiple flight simulation trials Flight data analysis© AIRBUS S.A.S. All rights rese Fuel burn and GHG results - Summer 2011
  43. 43. Next Steps • Review flight trial results • Compile and analyze data • Proactive communications: Achievable GHG emissions Efficiency benefits • An invitation to Montréal, erved. Confidential and proprietary document. Canada d  Trial results to date and findings© AIRBUS S.A.S. All rights rese May 2011
  44. 44. © AIRBUS S.A.S. All rights rese erved. Confidential and proprietary document. d equals A Powerful Thought…. innovation.” “Collaboration Michael Dell
  45. 45. © AIRBUS S.A.S. All rights rese erved. Confidential and proprietary document. d CIFER
  46. 46. © AIRBUS S.A.S. All rights rese erved. Confidential and proprietary document. d CIFER - Looking Ahead
  47. 47. © AIRBUS S.A.S. All rights rese erved. Confidential and proprietary document. d For more information:
  48. 48. SESAR Technical Sessions Green ATMQuicks wins examples from the field wins,Schiphol AIRE trialTrajectory Based Night Time CDA’s j y g Evert Westerveld LVNL, ATC the Netherlands Sheet 49
  49. 49. The Challenge• Night “Transitions” (CDA from FL70) in place since mid 90’s l i id 90’• Inbound “long haul wave” between 04:00 am and 05:30 am LT• Bunching effects ( g (with subsequent q vectoring and holding) during “bad nights” Sheet 50
  50. 50. The ChallengeCurrent night time procedures Sheet 51
  51. 51. The Challenge Example of current night time ops03:55 LT Sheet 52
  52. 52. The Challenge Example of current night time ops04:00 LT Sheet 53
  53. 53. The Challenge Example of current night time ops04:05 LT Sheet 54
  54. 54. The Challenge Example of current night time ops04:10 LT Sheet 55
  55. 55. The Challenge Example of current night time ops04:15 LT Sheet 56
  56. 56. The Challenge Example of current night time ops04:20 LT Sheet 57
  57. 57. The Challenge Example of current night time ops04:25 LT Sheet 58
  58. 58. The Challenge Example of current night time ops04:30 LT Sheet 59
  59. 59. The Challenge Example of current night time ops04:35 LT Sheet 60
  60. 60. The Challenge Example of current night time ops04:40 LT Sheet 61
  61. 61. The Challenge Example of current night time ops04:45 LT Sheet 62
  62. 62. 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• Increasing percentage of top-of-descent type CDA’s Sheet 63
  63. 63. The Concept 1. 1 Automatic Connected Aircraft ( 80 %) (= ACARS DL SITA / ARINC MQ message set KLM OCCACC exec Pre-Planner Operator
  64. 64. The Concept 2. 2 Web Connected Aircraft ( 10 plus %) (= ACARS DL SITA / ARINC Delta OCCACC exec Pre-Planner Operator Web I t f W b Interface
  65. 65. The Concept3.3 Non Connected Aircraft ( 10 minus %) (= Radio Telephony Coordination by telephone ACC exec Pre-Planner Operator MUAC / NATS
  66. 66. The Pre-Planner Sheet 67
  67. 67. Status early March 2011• Receiving live KLM trajectory data• Technical testing completed• Traffic analysis p y phase starting up g p• Procedures documentation @ 80%• Planning of first OPS tests in progress Sheet 68
  68. 68. Trial PlanningPhase 3: Tuning pre-planner in operations April 8 – Sept 30, 2011Phase 4: Full functional test (alt/spd restricted) October 2011Phase 5: Emission Reduction Trial November 2011 Sheet 69
  69. 69. Work to be done…Definition of Nominal Agreed Routes Sheet 70
  70. 70. Organizations to acknowledge…
  71. 71. Atlantic Initiative to Reduce Red ce EmissionsATC GLOBAL 2011SESAR TECHNICAL SESSIONSMARCH 9, 2011
  72. 72. AIRE 2009/ 2010/2011 – CDG Surface Trials Performance of flight trials validating  solutions for the reduction of CO2 emissions Olivier DELAIN Robin ONGHENA  Laurent RENOU
  73. 73. CDG Surface Trials initiatives• Three initiatives have been addressed in 2009: • “Departure taxiing with one or two engines off Departure off” • “Minimising arrival taxi time” • “Reduction of departure taxi time” Identification                        Evaluation Title                                                           Dates        Flights 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
  74. 74. Reduction of departure taxi time Context and Objectives j1 2 Minimise the RWY pressure  Ensure consistency with  while guaranteeing a  g g y CFMU slot if any sufficient number of aircraft  at RWY entries so that the  RWY controller can optimise  Manage the taxi time to  3 the management of RWY sequence pushback times  and ensure that the aircraft  and ensure that the aircraft4 arrives at runway threshold  Avoid too many aircraft in  at calculated times taxiways to increase safety,  reduce stop and go, lower  waiting times at RWY  iti ti t RWY threshold, thus reducing  fuel consumption and CO2 emissions 5 Anticipate capacity increase by  Benefits Analysis of GLD process (Arthur D.Little, 2007): having a buffer of aircraft ready Reduction of waiting time at RWY: 1700T of fuel/ year (Air France) For departure   Reduction of taxi time from stand to holding point: 2300 T of fuel /year (Air France)
  75. 75. DMAN STPV (Flight Data Processing System) RWY capacity, RWY pressure pressure, TOBT, TOBT TSAT RWY configuration DPI GLD  algorithm SARIA  DPI Generator CTOT TOBT TSAT Alerts CDM@CDG website Airport and Airlines SystemsCTOT: Calculated Take Off TimeDPI: 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 g ( y , g gpushback vehicle available - and ready to start up/pushback immediately upon reception of clearance from the TWR (CDMimplementation. Manual)TSAT: Target Start Up Approval Time (The time provided by ATC taking into account TOBT, CTOT and/or the traffic situation that anaircraft can expect start up / push back approval)
  76. 76. AIRE and PDSThree main AIRE steps in parallel of PDS full implementation:1. The1 Th green fli h several tests d i flight: l during 2009 and 2010 (AIRE 1) d2. 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 in operation (live) from November 9 2010 at Paris Charles de Gaulle 9, airport.  After Munich and Brussels, CDG is a labelled CDM airport (IP1) since November 16, 2010 (00:00 utc).  The scope of operational situations covered by this project includes  Planned RWY closure,  Low Visibility Operations, y p  Situations where all aircraft have to de‐ice,  Snow conditions
  77. 77. Greener Airports under Adverse Conditions
  78. 78. DMAN general interface for the Clearance Delivery Position
  79. 79. DMAN specific interface for TWR supervisor p
  80. 80. What comes thereafter:moving towards the perfect g pflight with SESARCaptain Peter Larsson – ScandanavianAirlines
  81. 81. A successful flight with SESAR - from an airlineperspective 2011-03-09 Peter Larsson Flight Captain, Scandinavian Airlines AU lead B4.2
  82. 82. BDT, Business Development Trajectory• M th or years b f Months before fli ht flight• Not shared outside the airline• Gradual iterations and refinement (within the airline) ARN 08.10 08 1005MAY2025CPH 07.00
  83. 83. SBT, Shared Business Trajectory• U User preferred and PBO Performance B f d d PBO, P f Based O d Operation with minimum cost and ti ith i i t d environmental load. Both CPH and ARN will likely be ”managed” airspace with separation service.• Shared with ATM system y• Gradual iterations and refinements between airline and ATM system ARN 08.10 08 10 08.15CPH 07.0007.05
  84. 84. SBT, Shared Business Trajectory 07.36 07.48 07 48 08.04:30 08.02 ARN 07.28 07 28 08.09 08 15 08.15 07.21CPH 07.05 07.17
  85. 85. SBT, Shared Business Trajectory 07.37 07.36 07.50 08.04:30 07.48 08.02 ARN 07.28 07 28 08.09 08 15 08.15 08.17 08.11 07.21CPH Gradual iterations and refinements into : N50074E009303.0,R,2032,N54370E011559,4000,132814.0,,,N55134E012293,4000,133349.0,,,N55224E0 12377,4000,133512.0,,,N55332E012479,4000,133651.0,R,2034,N55484E013024,4000,133912.0,,,N560 07.05 76E013272,4000,134225.0,,,N56203E013440,4000,134434.0,,,N56339E014020,4000,134651.0,,,N5645 07.17 9E014185,4000,134853.0,,,N57216E015078,4000,135458.0,,,N57544E015553,4000,140038.9,,,N58064 E016132,4000,140243.0,,,N58167E016287,3539,140433.B,,,N58184E016312,3449,140451.0,R,1192,N5 8563E017301,1900,141232.A,,,N59091E017539,1900,141541.1,L,355,N59172E018092,1530,141744.0,R ,972,N59319E018122,1042,142035.C,,,N59481E018181,550,142403.0,L,238,N59538E018202,483,14244 7.0,L,102,N59471E017580,247,142744.0,,,N59438E017568,138,142856.1,,,N59400E017554,17,143031 .1,,,
  86. 86. RBT, Reference Business Trajectory Continous descent operations; Minimised air distance; saving emissions and noise saving emissions 07.37 07.50 08.04:30 ARN 07.28 07.28 07 28Continous climb operations; 08.17 08.11saving emissions and noise 07.21 • Agreement – not a clearance 07.21 • Airlines agree to fly – ANSPs agree to facilitate CPH • Times are estimates, but can also be targets and/or 07.05 constraints 07.05 07.17 07.17 • Automatic updates outside predefined thresholds • Revised if constraints change or RBT cannot be achieved
  87. 87. Baseline 330NM Green Flight Post flight monitoring 100% 2500 90% 80% 2000 70% (kg) ght% of M Fuel Flow/Heig mulated fuel used ( 60% 1500 Fuel Flow (% of Max) TKOF thrust  excluded 50% Height (% of Max) Max  40% 1000 Ackumulated fuel used (kg) Ackum 30% 20% 500 10% 0% 0 0 50 100 150 200 250 300 350 Distance (NM)
  88. 88. Questions?
  89. 89. Final wordAlain Siebert – SESAR JU
  90. 90. Thank you for y y your attention! Visit us at the SESAR JU booth inhall 9 and meet the SESAR experts!