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

1. Green ATM
Welcoming remarks
W l i k
Alain Siebert, Chief Environment & Economist
Amsterdam – 9 March 2011

2. Agenda
9:30 Welcoming remarks
Alain Siebert, Chief Economist & Environment, SESAR Joint Undertaking
9:35 SESAR’s environmental approach
Célia Alves Rodrigues, Environment Officer, SESAR Joint Undertaking
9:45 Strategic fit
Pierre Caussade, Senior Vice President Environment & Sustainable
Development, Air France
10:00 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. Agenda
10:45 What comes thereafter: moving towards the perfect flight
with SESAR
Captain Peter Larsson, Airspace User Lead Expert for Project B4.2,
Scandinavian Airlines
11:00 Final word and end of technical workshop
p
Alain Siebert, Chief Economist & Environment, SESAR Joint Undertaking
END
Page 3

4. SESAR Environmental
pp
Approach
ATC Global 2011
Green ATM workshop – 9 March 2011
Célia Alves Rodrigues – Environment Officer

5. Build a new ATM system that is
able to meet future mobility needs
while protecting the environment
Page 5

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 aviation's
• Innovative thinking footprint b f
f i before 2020 – confirmed b
fi d by
a recent study
Page 6

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. 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. R&D
Ensure th t Environment is
E that E i ti
treated as a priority inside the
Programme
Page 9

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. 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. 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. AIRE - Atlantic Interoperability Initiative to
Reduce 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. 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. Incremental SESAR
deployment and
monitoring
it i
Ensure the deployment
E th d l t
and effective use of new
and greener ATM
d
technologies Page 15

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. 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. 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. Thank
Th k you
…
www.sesarju.eu
EUROPEAN
COMMISSION

20. Strategic fit
g
Pierre Caussade – Air France

21. KEY ISSUES
FOR A SUSTAINABLE DEVELOPMENT
Pierre Caussade
Senior VP Environment and Sustainable Development
Air France
ATC Global 2011
Amsterdam – 09 March 2011

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 alliance
ATC Global 2011
Amsterdam – 09 March 2011

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 development
ATC Global 2011
Amsterdam – 09 March 2011

24. Combating climate change
Our 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. Combating climate change
Some 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 efficiency
ATC Global 2011
Amsterdam – 09 March 2011

26. Combating climate change
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
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 levels
ATC Global 2011
Amsterdam – 09 March 2011

27. Key factors for CO2 emissions reduction (source : IATA)
KEY
ATC Global 2011
Amsterdam – 09 March 2011

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 p
ATC Global 2011
Amsterdam – 09 March 2011

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 results
ATC Global 2011
Amsterdam – 09 March 2011

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-KLM
ATC Global 2011
Amsterdam – 09 March 2011

31. Quick wins: examples from
the field
Rudy Kellar – NAV Canada
Evert Westerveld – LVNL
Robin Onghena - DSNA

33. 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

34. Opportunity
Lead: NAV CANADA
Partners: 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. ENGAGE Corridor Solution
EUROPE – NORTH AMERICA G ADS-B
O O C Go S
for a GREENER ENVIRONMENT

36. Current Operations

37. 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

38. Track Structure:
without expanded surveillance
Altitude

39. © AIRBUS S.A.S. All rights rese
erved. Confidential and proprietary document.
d
East Coast ADS-B

40. 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

41. 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+

42. 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

43. 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

44. 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

45. © AIRBUS S.A.S. All rights rese
erved. Confidential and proprietary document.
d
equals
A Powerful Thought….
innovation.”
“Collaboration
Michael Dell

46. © AIRBUS S.A.S. All rights rese
erved. Confidential and proprietary document.
d
CIFER

47. © AIRBUS S.A.S. All rights rese
erved. Confidential and proprietary document.
d
CIFER - Looking Ahead

48. © AIRBUS S.A.S. All rights rese
erved. Confidential and proprietary document.
d
For more
information:
www.navcanada.ca

49. SESAR Technical Sessions
Green ATM
Quicks wins examples from the field
wins,
Schiphol AIRE trial
Trajectory Based Night Time CDA’s
j y g
Evert Westerveld
LVNL, ATC the Netherlands
Sheet 49

50. 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

51. The Challenge
Current night time procedures
Sheet 51

52. The Challenge
Example of current night time ops
03:55 LT
Sheet 52

53. The Challenge
Example of current night time ops
04:00 LT
Sheet 53

54. The Challenge
Example of current night time ops
04:05 LT
Sheet 54

55. The Challenge
Example of current night time ops
04:10 LT
Sheet 55

56. The Challenge
Example of current night time ops
04:15 LT
Sheet 56

57. The Challenge
Example of current night time ops
04:20 LT
Sheet 57

58. The Challenge
Example of current night time ops
04:25 LT
Sheet 58

59. The Challenge
Example of current night time ops
04:30 LT
Sheet 59

60. The Challenge
Example of current night time ops
04:35 LT
Sheet 60

61. The Challenge
Example of current night time ops
04:40 LT
Sheet 61

62. The Challenge
Example of current night time ops
04:45 LT
Sheet 62

63. 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

64. The Concept
1.
1 Automatic Connected Aircraft ( 80 %)
(=
ACARS DL
SITA / ARINC
MQ message set
KLM OCC
ACC exec
Pre-Planner
Operator

65. The Concept
2.
2 Web Connected Aircraft ( 10 plus %)
(=
ACARS DL
SITA / ARINC
Delta OCC
ACC exec
Pre-Planner
Operator
Web I t f
W b Interface

66. The Concept
3.
3 Non Connected Aircraft ( 10 minus %)
(=
Radio Telephony
Coordination by telephone
ACC exec
Pre-Planner
Operator MUAC / NATS

67. The Pre-Planner
Sheet 67

68. 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

69. Trial Planning
Phase 3: Tuning pre-planner in operations
April 8 – Sept 30, 2011
Phase 4: Full functional test (alt/spd restricted)
October 2011
Phase 5: Emission Reduction Trial
November 2011
Sheet 69

70. Work to be done…
Definition of Nominal Agreed Routes
Sheet 70

71. Organizations to acknowledge…

72. Atlantic Initiative to
Reduce
Red ce Emissions
ATC GLOBAL 2011
SESAR TECHNICAL SESSIONS
MARCH 9, 2011

73. 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

74. 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

75. Reduction of departure taxi time
Context and Objectives
j
1 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 aircraft
4 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)

76. 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 Systems
CTOT: Calculated Take Off Time
DPI: Departure Planning Information message
GLD: 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 g
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)

77. AIRE and PDS
Three main AIRE steps in parallel of PDS full implementation:
1. The
1 Th green fli h several tests d i
flight: l during 2009 and 2010 (AIRE 1)
d
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 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

78. Greener Airports under Adverse
Conditions

79. DMAN general interface for the
Clearance Delivery Position

80. DMAN specific interface for TWR
supervisor
p

82. What comes thereafter:
moving towards the perfect
g p
flight with SESAR
Captain Peter Larsson – Scandanavian
Airlines

83. A successful flight with SESAR - from an airline
perspective
2011-03-09
Peter Larsson
Flight Captain, Scandinavian Airlines
AU lead B4.2

84. 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 10
05MAY2025
CPH
07.00

85. 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
08.15
CPH
07.00
07.05

86. 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
07.21
CPH
07.05
07.17

87. 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
07.21
CPH 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,,,

88. 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 28
Continous climb operations; 08.17
08.11
saving 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

89. 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)

90. Questions?

91. Final word
Alain Siebert – SESAR JU

92. Thank you for y
y your attention!
Visit us at the SESAR JU booth in
hall 9 and meet the SESAR experts!