Accelerating ATM Call To Industry

February — 2012
Accelerating Air
Traffic Management
Efficiency:
A Call to Industry
February — 2012
Final Version
ATM Global Environment Efficiency Contents 2_3
Goals for 2050
1_ Foreword_p4
2_ Overview_p6
3_ Critical Actions_p7
4_ Background_p8
5_ Interdependencies and ATM Efficiency_p10
5.1_Recognising the Interdependencies_p10
5.2_Understanding Inefficiencies by Phase
of Flight_p13
5.2.1_Planning and Gate Departure_p15
5.2.2_Taxi-Out/Taxi-In_p15
5.2.3_Departure Phase_p15
5.2.4_Cruise (en route) Phase_p16
5.2.5_En Route Long Haul and Oceanic
Flights_p16
5.2.6_Descent Phase_p20
6_ Opportunities to Reduce Inefficiencies
in Each Phase of Flight_p22
6.1_Planning and Pre-Flight_p22
6.2_Gate Departure and Taxi-out_p22
6.3_Departures_p22
6.4_En Route and Oceanic Airspace_p22
6.5_Descent_p23
6.6_Stakeholder Involvement_p24
7_ Current Efficiency Improvements
Worldwide_p25
7.1_Europe_p25
7.2_Americas_p27
7.3_Asia Pacific_p29
7.4_Eurasia_p30
7.5_Africa – IATA service_p31
7.6_Middle East_p32
7.7_Oceanic & Remote Regions_p33
7.8_Collaboration Among Regions_p34
8_ Opportunities for Stakeholder Collaboration
for ATM Efficiency Improvement_p36
9_ Industry Challenge and Next Steps_p38
9.1_Sharing of Best Practices_p38
9.2_Collaboration is Key_p39
9.3_Let’s Start Today_p39
10_ Glossary_p41
© Copyright Boeing & CANSO 2012
Appendix A_
This white paper is for information purposes only. European Airport CDM Projects_p43
While every effort has been made to ensure the quality
and accuracy of information in this publication, Appendix B_
it is made available without any warranty of any kind.
www.canso.org
AMAN tools in use by airports and ANSPs
www.boeing.com in Europe_p43
February — 2012
Accelerating Air Traffic

Management Efficiency:
A Call to Industry
1
Foreword
Despite interdependencies with safety, capacity, Sharing best practices, while simultaneously
weather constraints, and individual stakeholder developing new operational procedures and
goals, today’s Air Traffic Management (ATM) conducting collaborative trials are the behavioural
system is already highly optimised. There is, activities needed to leverage technical achievements.
however, room for improvement – especially This “white paper” highlights where these
related to ATM initiatives that take advantage of progressive activities are currently happening,
current aircraft equipage. where collaboration is delivering change, and where
In the spirit of continuous improvement, in June agreement around the metrics and measures has led
2010, the Civil Air Navigation Services Organisation to greater understanding of the complexity of fuel
(CANSO) and The Boeing Company embarked burn and system wide efficiency.
on an ambitious plan to improve stakeholders’ The current worldwide ATM system fuel
understanding of the complex near to mid-term efficiency is estimated by CANSO to be between 92
challenges associated with operational improvements. and 94 percent. CANSO has also set an Aspirational
Parts of the ATM system are approaching Goal for 2050 for ATM system efficiency of between
maximum capacity. Current policy and procedures 95 to 98 percent. We believe there are best
will not sustain future growth and local communities practices in place and key trials underway around
must be part of the future of airport growth. It is the world that can be the basis for accelerated
vitally important that the industry collaborate on improvements. This paper is complementary to
the measures used to identify where capacity the Next Generation Air Transportation System
and efficiency can still be improved. As demand (NextGen) and Single European Sky ATM Research
continues to outstrip capacity in the near- to (SESAR) programme lead by the SESAR Joint
mid-term, we need specific focus on how to take Undertaking, ATM improvement plans. This paper
advantage of existing aircraft capabilities to manage is also complementary to the ICAO Aviation System
traffic in congested environments in a more fuel Block Upgrades (ASBU) initiative as a framework for
efficient manner. global ATM harmonisation.
ATM performance is complex. CANSO and The Boeing Company are
Interdependencies drive up fuel burn and competing committed to challenging the status quo by
business objectives place stress on the ATM promoting examples of where positive change
system. Airlines and ANSPs need to agree on has taken place. This “Call to Industry” promotes
common goals that reward airline investment but collaboration as the core of true aviation
support ANSP goals to improve system-wide fuel sustainability and challenges all stakeholders to
efficiency at a lower cost. CANSO and Boeing come to the table, ready to learn, to share, and to
believe that it is the responsibility of all stakeholders create change.
to bring their business objectives to the table and
work with ANSPs and other stakeholders to build
true future sustainability. The International aviation
industry must increase collaboration to correctly
diagnose the problems, set common operational
goals, and prioritise focus areas that will drive real
ATM fuel efficiency.
CANSO and The Boeing Company

February 2012
Accelerating Air Traffic Management Efficiency: 1 4_5
A Call to Industry Foreword
February — 2012
2
Overview
This paper is a joint Boeing/CANSO “Call to provides a unique opportunity to identify what
Industry” for stronger collaboration to improve is working across the worldwide ATM spectrum,
worldwide Air Traffic Management (ATM) efficiency. identify gaps and changes needed to realise
With the increased demand for environmental efficiency improvements, and describe collaborative
stewardship, the entire aviation industry is looking at strategies for future success.
every opportunity to reduce its net carbon footprint
through new aircraft designs and alternative fuels This paper is structured as follows:
in conjunction with more efficient operations that — Section 3 presents critical actions that would
minimise fuel use and reduce delays. This paper help accelerate improvements,
only examines the collaboration required by all — Section 4 provides the background behind the
stakeholders to accelerate air traffic operations environmental commitments driving the need
efficiency improvements. The pace of change and for continuous operational fuel
implementation must be stepped up to meet a efficiency improvements,
medium-range aspirational goal of 94- 95%1 ATM — Section 5 reviews the system operational
efficiency by 2025, consistent with the original interdependencies leading to inefficiencies in
CANSO aspirational goal of 95-98% ATM efficiency each phase of flight and defines “opportunity
by 2050. pools” for efficiency improvement,
— Section 6 further describes areas for stakeholder
We fully support the air traffic efficiency
collaboration for efficiency improvements across
transformational objectives of the United States’
the various phases of flight.
Federal Aviation Administration’s (FAA) NextGen
— Section 7 highlights operational improvement
Programme, Eurocontrol’s SESAR programme,
projects and successes throughout the world,
and the leadership shown by the International
— Section 8 suggests ways key stakeholders can
Civil Aviation Organization (ICAO) in coordinating
enhance collaboration to accelerate changes,
international efficiency improvements by
— Finally, Section 9 concludes with a call for
highlighting the need for Aviation System Block
industry stakeholders to work together to make
Upgrades (ASBU). This report supports the success
these efficiency improvements a reality.
of these complex activities relative to ATM fuel
efficiency and provides information and guidance
on how to globally accelerate progress to deliver
further ATM efficiency improvements.
The Air Navigation Service Provider (ANSP)
community has had its share of challenges
delivering capability to the ATM community. There
are opportunities for enhanced collaboration
between the system-wide efficiency goals of ANSPs
and the airline industry’s desire to benefit directly
from equipping their fleets. With the collective
experience of Boeing and CANSO, this paper
1
New extrapolated CANSO/Boeing Aspirational mid-term goal for 2025
A Call to Industry Critical Actions
3
Critical Actions
Today’s aircraft have the technology to significantly Through programmes such as “Collaborative
improve ATM fuel efficiency. The challenge facing Decision Making” the needs of most stakeholders
ANSPs is developing operational policies and are addressed, including the development of
procedures that compliment aircraft technology cooperative policy and essential business rules,
and leverage this technology to achieve new levels which result in improved fuel efficiency, not only
of ATM system efficiency. This report attempts to for the individual stakeholders, but for the system
restructure the way the ATM community views the as a whole. Other key efficiency improvement
problems associated with fuel efficiency and focuses opportunities can be captured in the climb, cruise,
on worldwide best practices in place today for and descent phases of flight and are described
capturing fuel savings. in later sections. Around the world today trials
are taking place and best practices are being
We believe the following actions are required to established for ATM fuel efficiency procedures that
accelerate ATM efficiency: take advantage of capability already on today’s
— Ensure a clear understanding of the issues and aircraft. Much can be learned from aggregating this
interdependent constraints driving ATM fuel information. ATM success is as more a function
efficiency today and quantify opportunity pools of Regulators, ANSPs, Airports, Airlines, Aircraft
for efficiency improvement by phase of flight; Manufacturers, and Avionics/Ground System
— Examine the competing operational goals of Suppliers collaboratively implementing and
airlines, airports, and ANSPs to identify the executing new policies and procedures than it is
collaborative roles that policy makers, regulators, implementing new technology.
aircraft manufacturers and avionics/ground
system suppliers can play in improving air
traffic efficiency;
— ANSPs take a leadership role – becoming the
connectors to facilitate and increase stakeholder
collaboration and accelerate change;
— Accelerate “real-time” decision making through
enhanced information sharing;
— Minimise airspace use restrictions that lead to
inefficient operations;
— Ensure the air traffic control officer (ATCO)
community is involved as a key stakeholder.
— Highlight and share today’s best practices and
successes, including new policies and procedures
that improve ATM related efficiency. Emphasise a
focus that takes advantage of current capabilities
and promote these as a means to improve
global harmonisation.
February — 2012
4
Background
In December 2008, CANSO, in coordination with This paper highlights available ATM “pools of
the aviation industry, described a set of aspirational efficiency opportunity” for improvements, identifies
goals for improving ATM efficiency by 20502. The means to measure technical progress, and proposes
challenge, defined by CANSO’s Environment a challenge to all industry stakeholders: Regulators,
Working Group, was to reduce the impact of ANSPs, Airlines, Airports, Airplane Manufacturers,
aviation CO2 emissions on the environment by Avionics and Ground System Suppliers, and
improving worldwide operational fuel efficiency. Communities to collaborate on a set of steps to
CANSO consolidated several regional studies and reach 94-95% operational efficiency in the global
concluded that the global ATM system could be ATM system by 2025. The efficiency benefits would
made between 95-98% efficient by 2050. Figure 1 flow to all, while the environmental emissions
below represents the carbon emissions challenge reductions will benefit the global community.
set forth by the Air Transport Action Group (ATAG)3. The Intergovernmental Panel on Climate Change
Aviation today represents 2% of global man-made (IPCC) estimated that improvements in air traffic
CO2 emissions. Key leaders in the aviation industry management and other operational procedures could
made a commitment in 2009 to work together reduce fuel burn by 8 to 18%, with the majority of
towards the aspirational goal of reducing the net that, 6 to 12%, coming from ATM improvements6. In
aviation emissions by 50% by 2050 compared to 2005, CANSO engaged stakeholders to update the
2005 levels4. 1999 IPCC estimate of the total ATM inefficiency on
The portion of aviation carbon footprint being a worldwide basis to be about 6 to 8% with large
addressed in this report is part of the two middle variances by region and by airport. Of this identified
wedges: Operations (airline focus) and Infrastructure inefficiency, CANSO believes that half (3 to 4%)
(ATM focus). The Airlines Operations wedge includes is related to the operational interdependencies.
improvements beyond ATM control like fleet mix Some of these interdependency constraints include:
choices and load factors. All airframe manufacturers safety, capacity, weather, and military airspace. Our
are fully invested in the top and bottom wedges, goal now is to recover this remaining inefficiency
Technology and Biofuels, making each generation to achieve 94-95% efficiency by 2025 and 95-98%
of new airplanes significantly more fuel efficient efficiency by 2050. These goals require more efforts
than the previous generation as well as ensuring to improve operational efficiency than just status quo;
that engines can operate safely on renewable fuels. for if nothing is done, fuel efficiencies will actually
In fact, it was the aviation industry that sparked decrease due to increased global traffic density and
accelerated development of alternative airplane airport constraints, as presented in Figure 2.
fuels and supported the development and approval The aspirational goals expressed here are for a
of alternative fuel standards such as ASTM D7566- worldwide average. There will be specific regions and
11 for 50% bio-fuel use. For further reference on airports where the opportunities for improvement are
aviation biofuels refer to the ATAG website5. much larger than indicated here, and likewise, some
regions where the opportunities are much less.
2 4
ATM Global Environment Efficiency Goals for 2050, CANSO Environment http://www.atag.org/our-activities/climate-change.html
Working Group, December 2008, available on the web at: 5
Powering the Future of Flight: The six easy steps to growing a viable aviation
http://www.canso.org/environment.
biofuels industry” at
3
The Right Flightpath to Reduce Aviation Emissions, ATAG, Nov 2011, www.atag.org/component/downloads/downloads/58.html
UNFCCC Climate Talks, Durban SA. 6
Aviation and the Global Atmosphere, IPCC, 1999.
A Call to Industry Background
Mapping out the industry commitments
(Schematic, indicative diagram only)
Figure 1 —
Carbon emissions
challenge set forth Air
Transport Action Group
February — 2012
5
Interdependencies and ATM Efficiency
To accomplish this increase in overall
efficiency requires stakeholder collaboration to plan 5.1_Recognising the Interdependencies
a phased approach to implement:
— ANSP enhancements that safely increase ATM Efficiency on an individual flight basis can be
efficiency and global interoperability. theoretically calculated by comparing the actual
— A change in philosophy and policy encouraging trajectory to an optimal trajectory, where each
ANSPs to provide enhanced services for flight is assumed to be the only flight in the system.
the “better equipped” aircraft as a means of This theoretical construct is constrained as
capacity and efficiency improvement. This interdependencies and inefficiencies are introduced
requires a renewed connection between the due to operations involving many aircraft, or when
system-wide efficiency goals of ANSPs and physical, safety, and cost factors impact operational
the airline industry’s desire to benefit directly decisions forcing less than optimal routes to be
from equipping their fleets. Market forces for flown. These inefficiencies derive from the way
efficiency and return on investment will offer the ATM system itself has evolved and can be
sufficient incentives to equip if the ANSPs referred to as interdependencies with “improvement
provide the services that deliver the benefits opportunity pools” defined in the following section.
based on that equipage. These interdependencies include:
— Better management of fuel efficient delay a. Safety – aircraft will still deviate from the
absorption into congested terminal areas. optimum route in order to ensure safe separation
— New fuel-efficient flight tracks while managing or to safely manage airspace complexity. Future
noise consequences near airports. en route operations will focus more on ATM flow
— Regional solutions across major city-pair traffic management and shift responsibility for tactical
flows and; deviations to the airplane as technology permits.
— Sharing lessons learned to bring the right b. Weather – to ensure a safe and smooth flight,
procedures and technology to regions of the aircraft will still need to deviate from an optimum
world based on their unique demands. route due to adverse weather or turbulence.
The remainder of this paper focuses on the c. Capacity – to accommodate capacity limitations
interdependencies between ANSPs and other at the airport or through the airspace, aircraft
stakeholders that must be considered when working may wait (hold) on the ground prior to departure,
together to maximise ATM efficiency. deviate en route, or even do an airborne hold
procedure prior to arrival. When traffic demand
approaches available capacity, there is some
necessary increase in congestion and fuel
inefficient delays to maximise use of available
capacity. This congestion will reduce efficiency
and increase CO2 emissions.
d. Noise – to reduce noise impact on the ground,
aircraft operations around the airfield can be
subjected to noise abatement procedures that
may reduce noise to some, yet cause the aircraft
A Call to Industry Interdependencies and ATM Efficiency
Figure 2 —
Notional view of ATM
efficiency goals and the
impact of increased air
traffic
February — 2012
Figure 3 —
ATM inefficiency categories (notional scales)
to fly a less efficient route or at sub-optimal regions/countries may have different operating
altitudes. Reduced noise around the airport itself procedures or charging mechanisms or require
is extremely challenging as creation of “new” set overfly altitudes and routes that lead to less
noise (even if overall noise is reduced) is heavily than optimum fuel-efficient routing.
rejected by communities. i. Mixed fleet equipment capability – aircraft have
e. Airline practices – airlines operate their network useful lifetimes of over 25 years. Older aircraft
schedules to accommodate passenger demand; do not, in general, have the same technology
however, optimal routes or altitudes may not and capabilities as the most recent models. This
always be available, either because of congestion, mixing of capabilities adds inefficiencies as the
lack of ground infrastructure, lack of flexibility on system must still support the less capable.
the part of the flight planning system or avionics,
or lack of fully integrated situational knowledge. All the ATM interdependencies are illustrated
f. Airport Practices – the location and configuration conceptually in Figure 3. We acknowledge that the
of airport runways and taxiways has a significant adoption of modern technology could improve one
impact on ATM efficiency and environmental interdependency while adversely affecting another.
impact (especially community noise). Any runway For example, Performance Based Navigation
and taxiway efficiency improvements require (PBN) can increase terminal area airspace capacity
long term strategic planning. often at the cost of a concentration of flight paths
g. Military – civil aircraft generally must route in one region. Where this can be accomplished
around military airspace and other types of over non-residential areas there are major noise
restricted airspace, thereby flying less than benefits for communities. However due to past
optimal routes and increasing fuel use. land use planning decisions, many existing airports
h. Institutional – aircraft often fly less than optimal are surrounded by residential areas that cannot be
routes due to fragmented airspace. Different readily avoided.
Figure 4 —
Phases of Flight
Experience with new arrival procedures by 5.2_Understanding Inefficiencies by Phase of Flight

CANSO members shows that reducing overall
noise often creates areas of “new noise”7. This In order to define and understand the inefficiencies,
concept of “new” noise versus existing noise is we need to analyse the ATM system by phase of
an important consideration when developing new flight, as presented in Figure 4:
ATM procedures and requires collaboration with the — Planning, pre-flight and gate departure
local community to find solutions to manage noise, — Taxi-out
capacity and efficiency. These issues cannot be — Departure
addressed solely by the ANSP, airport operator and — En route & Oceanic
airplane operators without community engagement. — Descent and arrival
Efficiency gains can be achieved by reducing — Taxi-in
the effect of the interdependencies. Examples
include safely increasing en route airspace capacity The difference between actual performance and
with automation tools thereby reducing excess an ideal/benchmark performance is referred to as
fuel needed for Air Traffic Control (ATC) routings flight inefficiency or an “opportunity pool”. The
around complex airspace. While ANSPs can directly inefficiencies for each phase of flight are defined
influence some of the interdependencies listed as the difference between actual travel time, travel
above, the largest gains will come from ANSPs distance, or fuel use against an un-impeded or
working closely with other industry stakeholders benchmark travel time, travel distance, or fuel
– Regulators, Airlines, Airports, Airplane use. The difference between actual travel time and
Manufacturers, Avionics and Ground System benchmark travel time is delay. These flight phase
Suppliers, and local Communities. inefficiencies are examined in the next sections. It is
important to point out that these total “inefficiency”
pools include unrecoverable portions related to the
7
CANSO Environment Working Group, Noise White Paper draft
September 2011.
February — 2012
Table 1 — Figure 5 —
ATM related departure Key event times in
delays over 15 minutes taxi-out efficiency
at main 34 airports calculations
interdependencies described in Section 5.1. These via ACARS9 Out-Off-On-In (OOOI) data, from ground
pools provide insights into relative opportunities radar10 or a surface movement guidance control
for improvement. system for taxi operations.
ATM performance on the surface is often
5.2.1_Planning and Gate Departure separated into the Active Movement Area, where ATM
exercises control and the Non-Movement Area (or
Air Traffic Management driven gate departure holds Ramp Area) which is controlled by another entity such
are used to manage congestion at the departure as the operator of the ramp. For aircraft reporting,
airport, en route sectors or at the arrival airport. two event times are recorded: a Gate-Out message
These delays are calculated with reference to the which signals the start of taxi-time and the Wheels-
times provided in the last submitted flight plan (not Off message signalling the end of surface movement
the published departure times in airline schedules). and the start of airborne flight. Ground-based
Most delays are taken at the gate but some occur systems offer the potential for more refined calculation
during the taxi-out phase. While ATM is not always of surface performance in the active movement
the root cause of the departure holdings, how area. However this data needs to be coupled with
the gate departure holds are handled can have a sophisticated algorithms that use the geometry of the
considerable impact on costs to airspace users and airport surface to detect key event times.
utilisation of scarce capacity. Keeping an aircraft at The data above can be used to create
the gate saves fuel but if it is held at the gate and a distribution of ground taxi-travel times. For
a valuable capacity slot goes unused, the cost to ACARS equipped airplanes, taxi-out is defined as
the airline of the extra delay may exceed the extra Wheels-Off minus Gate-Out time. These aircraft
fuel cost. Table 1 compares ATM-related departure messages may also be used to detect the number
delays over 15 minutes attributable to en-route and of aircraft active on the ground in either a taxi-out
airport constraints for the top 34 Airports in the state or taxi-in state which can be a surrogate for
U.S. and Europe for 20108. These averages show congestion on the ground. Periods of no congestion
the delay impacts averaged over all flights and can be considered indicative of the ideal benchmark
the average for just the flights that were actually taxi time. Figure 6 presents the specific data for the
delayed by holds. top 20 of these 34 airports.
5.2.2_Taxi-Out/Taxi-In 5.2.3_Departure Phase
Nominal taxi-out/taxi-in time is the unimpeded time The departure phase of flight is defined as the
required to traverse the surface from the gate until time the aircraft departs the runway (wheels-off)
the runway position prior to take off for taxi-out and traverses the departure airport terminal area –
or from runway exit to the arrival gate for taxi-in. defined by a regionally appropriate ring (e.g. 40 nm)
In theory, there may be hundreds of unimpeded around the airport. Aircraft may be required to fly
times based on parking locations and runway longer distances if they need to fly over a specific
combinations. In practice, however, ANSP’s have departure fix for noise abatement procedures or
developed approximations for these times using the to ensure separation from other aircraft. These
data available in existing performance databases. departure profiles often lead to sub-optimal
The fidelity of the benchmark time is dependent altitudes and speeds, thus increasing fuel use. The
on the breadth and accuracy of this data. Figure 5 orientation of the active runways in relation to the
shows key event times available from the airplane direction of travel can also cause aircraft to have
8 9
US/Europe Comparison of ATM Related Operational Performance - 2012, Aircraft Communications Addressing and Reporting System
Performance Review Commission, 2012 10
Such as ASDE-X (Airport Surface Detection Equipment, Model-X)
February — 2012
to fly excess distance to connect to a specific routes defined by specific altitudes and speeds that
route. In addition, these departure routings may may be impacted by restricted airspace or other
be influenced by neighbouring airports, military airspace use considerations.
or restricted airspace or environmentally sensitive To measure horizontal en-route efficiency,
areas. The inefficiency opportunity for this phase the Key Performance Indicator (KPI) used by
of flight can be calculated similar to that for the Eurocontrol and others is direct “en-route
descent phase, described later. extension”, as depicted in Figure 7. It is the extra
distance flown or the difference between the length
5.2.4_Cruise (en route) Phase of the actual trajectory (A) and the minimum no-wind
Great Circle Distance (G) between the departure
Some efficiency studies calculate efficiency as the radius and the arrival radius. This difference would
difference between actual flight distance and a be equal to zero in an ideal situation where each
non-wind adjusted great circle distance between aircraft would be alone in the system, not subject
airport reference points – which does not account to any constraints. Figure 8 compares the ex-route
for required terminal area traffic structure based on extensions from the main 34 airports for the US and
the runways in use. This structural extra distance Europe and the percent of flights impacted.
is often an inherent inefficiency reflecting runway During the en route phase of flight, ATM may
orientation and segregated arrival and departure impose speed constraints or vector an aircraft for
flows. It may be considered a theoretical upper congestion or convective weather. In most regions
bound with limited potential for improving the true of the world, aircraft may also elect to fly longer
ATM efficiency. routes to avoid costly route charges, trading off the
For efficiency analysis, we recommend excess fuel cost against airspace use charges.
separating the airborne portion of the flight into
three phases as depicted in Figure 7, departure 5.2.5_En route Long Haul and Oceanic Flight
terminal area, en route, and arrival terminal area11.
The terminal environments are approximated by one For flights with cruise segments more than 1000
ring (approximately 40 nm) around the departure miles, great circle routes are typically not optimal
airport and another larger ring (100 nm to account in terms of both fuel and time. User Preferred
for arrival management planning) around the arrival Routings (UPR) allows for flights to take advantage
airport. Each airport has to efficiently manage traffic of wind optimal routes. UPRs are in place to varying
for both rings to coordinate arrivals and departures. degrees worldwide but constraints exist where ATM
Two great circle distances – the distance infrastructure is lacking or the demand exceeds
between the entry and exit points (D) and the capacity for optimal routes, as experienced in the
distance between the two reference circles (G), North Atlantic. Figure 9 shows an example of a wind
define the upper and lower benchmark trajectories optimal UPR with significant fuel and time savings.
for the en route environment. Differences between CANSO supports the International Air Transport
the actual trajectory (A) and the benchmarks (D or Association (IATA) in implementing flex and UPR
G) provide indicators of en route inefficiency. A-D through Dynamic Airborne Reroute Procedures
reflects ideal flight using the existing TMA interface, (DARP) where practicable across regions which
while A-G provides an upper-bound efficiency value allow airlines to fly more efficient routes based on
for an optimal TMA interface between two city pairs. current and forecast winds and temperatures rather
The actual trajectory is characterised by standard than flying fixed route structures.
11
US/Europe Comparison of ATM Related Operational Performance,
Performance Review Commission, 2009
Figure 6—
Average taxi-out delays for the top 20 airports in
Europe and the US
Average additional time in the taxi out phase -

2010 (Only the first 20 airports are shown)
Figure 7 —
En-Route extension key performance indicator
February — 2012
Figure 8 —
Comparison of excess
distances flown for
different flight lengths in
the US and Europe
2010 horizontal en-route flight efficiency

Flights to/ from the main 34 airports within the respective region
Figure 9 — Example Flex Track Saving

— >1200nm abeam great circle track
Example wind optimal — 43 minutes quicker than fixed
oceanic route from Dubai — Saved 8408 Kg Fuel
to Brisbane12
12
Courtesy of Airservices Australia
www.airservicesaustralia.com
Figure 10 —
Inefficiencies within
the descent phase
Figure 11 —
Shifting level segment
to cruise (a) distance/
(b) time perspective
Figure 12 —
Notional depiction of
excess distance during
descent
February — 2012
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)
5.2.6_Descent Phase for separate insights into the benefits available for the
vertical and horizontal dimensions.
The descent phase may be evaluated as two Vertical inefficiency is assessed in two parts:
inefficiencies; vertical (intermediate level-offs) (a) the additional fuel to fly the same horizontal
and horizontal (extra distance flown). These distance compared to an unconstrained optimal
inefficiencies, shown in Figure 10, average almost vertical trajectory and (b) the additional fuel required
3 minutes of extra flight time per aircraft at the 34 to fly the additional distance assuming both have an
busiest airports in the US and Europe. optimum vertical profile.
For the descent phase, excess distance and Horizontal inefficiency is calculated by
intermediate level-off segments are translated into comparing the actual distance flown with an ideal
time and fuel. The unconstrained benefit pool in benchmark distance. The excess distance is then
the descent phase of flight is represented by the translated into excess fuel use at cruise level. This
difference between an unimpeded horizontal and two step process provides a means to eliminate
vertical trajectory and the actual trajectory flown. This double counting vertical and horizontal inefficiencies
benefit pool represents the net amount of time or fuel and is equivalent to the true benefit pool.
that could be saved with more “optimal” trajectories. Evaluating the Vertical Opportunity Pool – The
One difficulty in assessing the difference main components of the vertical opportunity pool
between actual and unimpeded time and fuel is are the level flight segments flown at lower altitude.
that both are affected by factors such as wind, To increase efficiency and reduce fuel burn, level
temperature, aircraft weight, engine type, and flight segments at lower altitude are assumed to
airframe performance. This methodology uses be flown at cruise altitude. In moving level flight
available data to identify both the ATM constraints segments from a lower altitude to a higher altitude,
that impact the vertical and horizontal trajectories as this method assumes the distance covered for each
well as the impact of those constraints on the excess segment will be identical; however, speed and fuel
time and fuel burn. This two-tiered approach allows use will be different.
Figure 13b —
To cover the same distance at higher trajectory; the green (solid) trajectory is a nominal
altitude, less time is needed and less fuel is used (unconstrained) trajectory. In cases of holding or
overall. Figure 11, shows the distance (a) and time extended downwind legs the difference between
perspective (b) of shifting level segments to higher the two horizontal trajectories may be much greater.
cruise altitudes. This total excess distance is converted to equivalent
By extending the cruise phase (higher speed) time at the cruise phase to obtain the horizontal fuel
and removing the level segment, the overall time opportunity component.
is shortened. As illustrated in Figure 11 (a), this Integration of Horizontal and Vertical
assumes flying distance is the same before and Opportunity Pools – For the unconstrained scenario,
after moving level flight segments. However, as the benefit pool is simply the sum of benefit pools
shown in Figure 11 (b), it assumes that flying time from the horizontal and vertical phases. In the
is unconstrained and the flight could arrive early, descent phase, aircraft may be required to slow
conflict free. down or fly excess distances at high altitude level
Evaluating the Horizontal Opportunity Pool – flight in order for ATM to merge or space arriving
After evaluating the vertical opportunity, the vertical aircraft to a meter fix or arrival fix, to route aircraft
trajectory is optimised and the excess distance to a particular runway, or vector them for safe
associated with vectors or holding is left. The separation. Adding short dog-legs at high altitude
main driver for the horizontal opportunity pool is can prevent undesirable low altitude level segments
assumed to be the excess distance flown compared and allow aircraft to be merged and sequenced for
to a benchmark unimpeded distance. Figure 12 nearly continuous descents to the airport with a
illustrates this excess descent distance within the net total fuel savings. Figure 13 shows the descent
arrival management ring used by Eurocontrol for opportunity pool for the top 20 airports in Europe
analysis of excess distance. and the US in 2010.
From the horizontal efficiency perspective,
the black (dashed) trajectory is the actual
February — 2012
6
Opportunities to Reduce Inefficiencies
in Each Phase of Flight
In this section, we address the opportunities 6.2_Gate Departure and Taxi-out
to reduce the inefficiencies and highlight the
collaboration required among multiple stakeholders During departure peaks, aircraft can wait in long
to accomplish these desired gains. While new queues consuming fuel. In major areas of the
capacity is key to improving flight efficiency, as world to reserve a spot in the queue, the aircraft
demand increases a large role of ANSPs in ATM is must physically take a slot in line. Aircraft that
to best manage “necessary” delay on a daily basis. are delayed on the ground often burn excess fuel
Managing where and how delay is absorbed when during cruise to “make up the time.” Recent efforts
airport capacity is constrained must clearly consider have shown progress in reducing taxi times and
fuel efficiency while maximising runway throughput. emissions through Collaborative Departure Queue
Overarching all of these opportunities is the need to Management in the US and the European Airport
not only encourage, but accelerate the introduction Collaborative Decision Making concept in Europe.
of new air and ground technologies and procedures These concepts manage the number of aircraft in
for communications, navigation and surveillance the departure queue to minimise the amount of time
wherever they would most effectively improve ATM that aircraft are actually in line with engines running
and flight efficiency. while ensuring maximum use of the runways. These
efforts require that the airport, ANSP, and airlines
6.1_Planning and Pre-Flight work together to maximise use of the airport surface
while minimising fuel burn.
Close cooperation between airplane operators,
airport operators and the ANSP through shared 6.3_Departures
network information during weather upsets or other
airspace impacts (such as runway closures, special Departure operations could be made more fuel
airspace closures, etc.) will improve the operator’s efficient with improved departure routes that reduce
flight planning efficiency. Similarly, to improve the “wasted distance” inside the 40 nm ring so
overall air traffic flow management and reduce aircraft can proceed on a continuous climb in a
congestion, ANSPs require enhanced automation preferred direction. Community engagement with
to evaluate the collection of filed flight plans against airports, airlines, and ANSPs is essential to finding
existing constraints and quickly offer equitable implementable solutions.
alternatives to operators that minimise the delay or
flight path impact. These alternatives could include 6.4_En Route and Oceanic Airspace
the opportunity to fly more fuel efficient speeds with
early departures, and higher Mach speeds for later In the en route phase of flight, recent research has
departures. To achieve individual airline goals there shown the potential of saving fuel and emissions
must be equitable treatment and an assurance that due to optimising altitude, speed, or both, with
good preflight decision making isn’t penalised later a range in benefits. ANSPs should facilitate the
in the flight path. This approach needs to balance “Flexible Use of Airspace” (FUA) to maximise
“global” efficiency objectives against individual the shared use of civil/military airspace. ANSPs
efficiency impacts. should implement approval of User-Preferred
Routes (UPR) to improve the horizontal and vertical
portions of a flight trajectory. As aircraft become
A Call to Industry Opportunities to Reduce Inefficiencies
in Each Phase of Flight
ever more digitally enabled, they will become an because they result in unused capacity. Missing
increasing supplier and user of current information arrival slots during congested periods adds overall
such as winds and turbulence. As integrated data delays and inefficiencies. The concept of slowing
processing and weather modelling continues to aircraft in cruise to reduce arrival congestion helps
advance, the data some aircraft provide will be to minimise controller actions on descent aimed at
returned as improved near term forecasts for flight absorbing needed delay. By moving a portion of
planning and dynamic re-routing for later aircraft. necessary delay from the descent phase to cruise
In oceanic airspace, regulators, ANSPs, makes the resulting descent move closer to an OPD
and aircraft operators have been able to while maintaining maximal runway throughput.
increase capacity, and reduce delays, through Many ATM Arrival Manager (AMAN) Tools don’t
the use of Automatic Dependent Surveillance– include the capability to automatically move aircraft
Contract (ADS-C) and Controller Pilot Data Link forward in a sequence – if two aircraft have the same
Communications (CPDLC), as well as the enhanced estimate for the runway – one will be delayed, even if
navigation capabilities associated with Required it is possible to increase speed and remove delay for
Navigation Performance (e.g. RNP4). UPRs and the second aircraft. Current research also indicates it
DARP have enabled significant reductions in is more efficient for the entire peak of arriving aircraft
fuel burn, flight time, and CO2 emissions, while if selected aircraft at the beginning of a rush period
reductions in lateral and longitudinal separations “speed up” to avoid creating congestion. Although
(down to 30 miles lateral/30 miles longitudinal in these few early aircraft may consume more fuel the
some oceanic airspace) has increased capacity and net result is a more “global” reduction in fuel use by
given increased opportunities for optimum altitude the following aircraft.
(and block altitude) clearances. Trials of both ANSPs, working with regulators and aircraft
ADS-B and ADS-C climb/descent procedures show operators are using speed control and Controlled
promise of additional opportunities for Times of Arrival (CTAs) to manage fuel and terminal
such clearances. congestion (also referred to as “linear” holding).
Improved coordination for flight through The worldwide pool of fuel savings during descents
military airspace when not in use can improve en and arrivals at congested airports potentially
route flight paths. Airlines may need more represents the most significant opportunity for
dynamic rerouting processes to take advantage of ATM efficiency improvement. Realisation of these
airspace openings. efficiencies will be enabled by the introduction
Finally, increasing en route sector capacity of future ATM technologies such as data
may also reduce delays associated with aircraft communications between aircrew and controllers
routings around congested airspace. and ADS-B to enable the flight crew to maintain
a speed or time interval behind a leading aircraft.
6.5_Descent With data communications ATM will be able to
uplink arrival times and potential routes directly
Much has been written about Optimised Profile to the flight crew and into the Flight Management
Descents (OPDs) and Tailored Arrivals (TAs) which System (FMS) for review and implementation.
remove level segments during descent to allow While data communications and associated uplink
for a fuel efficient arrival. However, OPDs/TAs of complex trajectories may be a longer term
may not be feasible during congested periods solution, there are near term opportunities to refine
February — 2012
Figure 14 —
Stakeholder collaboration by phase of flight
existing procedures and gain much of the benefit 6.6_Stakeholder Involvement

from assisted flow management. Success is more
dependent on procedures and a commitment for As outlined above, the aviation industry today has
collaboration from ANPS, airlines, regulators, and a unique opportunity to deliver immediate benefits
airports than any particular technology. Some of in the form of increased capacity, reduced delays,
these concepts are in the research arena but offer increased efficiency, and reduced noise, fuel
the potential to incorporate these methodologies into burn and emissions. There may be different ATM
ATM automation. candidate solutions for different regions, but each
phase of flight requires collaboration by different
stakeholders. Figure 14 presents an idealisation of
stakeholder’s level of engagement (high, medium,
low) for collaboration in each phase of flight.
A Call to Industry Current Efficiency Improvements
Worldwide
7
Current Efficiency Improvements Worldwide
In this section, we offer a sampling of the myriad (C-PDS), connected to the CFMU and developed
projects worldwide where industry stakeholders are with the stakeholders (ADP, DSNA and EgisAvia),
currently working together to increase efficiency results in better slot compliance and reduced
and in so doing, reduce costs, fuel burn, and CO2 number of missed slots. The C-PDS allows more
emissions. For each region, projects are listed by stable traffic flow and reduces taxi times, apron
phase of flight, stakeholders are highlighted, and and taxiway congestion, and queues at the CDG
benefits documented. runways. A-CDM at CDG is estimated to cut aircraft
taxi time of by 2 to 4 minutes and contributes to
7.1_Europe sustainable development by cutting CO2 emissions
by 44 tonnes per day.
Taxi-Out
(Regulator, ANSP, airport, airlines, ground handling) En Route Oceanic
Europe has been very successful in the (ANSP, airlines)
implementation of European Airport Collaborative The Irish Aviation Authority (IAA) and UK National Air
Decision Making (A-CDM) to reduce taxi delays on Traffic Services (NATS) embarked on the ENSURE
the ground, thereby reducing fuel use and emissions. (EN Route Shannon Upper airspace REdesign)
European Airport CDM is part of the project to enable airlines to fly direct routes over
Eurocontrol Airport Operations Programme and Ireland into oceanic airspace. The project was
represents collaboration between Eurocontrol, launched in December 2009 allowing for a full
Airports Council International, and IATA13. As of third year of operation in 2010 to enable the airlines
quarter 2011, over 20 European airports shown in to confirm the savings that were predicted by
Figure 15 and major airlines were participating in simulation. Training was provided to all high level
various stages in the Europe A-CDM project (http:// radar controllers for a seamless operation; briefings
www.euro-cdm.org/airports.php) highlighting the were provided to airlines, IATA, Eurocontrol, and
collaboration between the airport operator, airlines, adjacent centres on what was planned; coordination
ANSP, Eurocontrol Central Flow Management Unit was arranged with and agreed to by UK NATS,
(CFMU), and ground handling agencies. and regulatory approval was sought and granted.
A-CDM became operational at Munich Airport The airlines confirmed the predicted savings and
in June 2007, making Munich the first European they requested a further extension of this free route
airport to implement Airport CDM as a standard airspace. This was accommodated in cooperation
procedure. This project consisted of the sharing of with UK NATS by launching a new project called
data between Munich airport operator Flughafen Night Time Fuel Savings Routes (NTFSR) across
München GmbH (FMG), the German ANSP Deutsche Ireland and UK airspace which allows direct routings
Flugsicherung (DFS), airlines, handling agencies, to selected destinations during the night, resulting in
ground handling agencies, and the European CFMU. further benefits.
The collaboration has led to better management of
airport and airline resources, reduced turn times, and Descent
overall reduction in delays. (ANSP, airport, airline, ground infrastructure provider)
Similarly, Paris-Charles de Gaulle (CDG) Europe has been very successful in developing of
joined the group in November 2010. The use a variety of arrival management tools to assist air
of Collaborative Pre Departure Sequence tools traffic controllers with metering and spacing into
13
European Airport CDM, available on the web at
http://www.euro-cdm.org/airports.php
February — 2012
Figure 15 —
Airports participating in the European Airport-CDM
Project
the terminal area. Eurocontrol has encouraged the area with a corresponding reduction in level flight.
development and implementation of different Arrival Paris-Charles de Gaulle is using the MAESTRO
Management (AMAN) tools, reducing vectoring, fuel tool for arrival management within the Paris en-route
burn and emissions. A summary of the airports using centre to monitor the airport capacity and smooth the
AMAN tools is presented in Figure 1614. traffic flows on all entry points in the Paris TMA.
At Zurich Airport for example, collaboration UK NATS has performed trials with United
between the ANSP -- Skyguide, Zurich Airport, and Airlines for arrivals into Heathrow with significant fuel
ground system provider Barco have resulted in the savings. The savings are based on a procedure to
development and use of the Computer-assisted absorb necessary delay in cruise instead of holding
Approach and Landing Management (CALM) system, stacks around the airport. In the trials, selected
which helps to smooth the traffic flow into Zurich by United aircraft transiting the North Atlantic were given
providing traffic advisories to air traffic controllers. delay targets to absorb in cruise and were then able
In the Netherlands, Amsterdam Schipol to bypass the holding stacks. Fuel savings resulted
Airport, the Dutch ANSP LVNL, KLM Royal Dutch from more fuel efficient cruise speeds as well as
Airlines, and Eurocontrol Maastricht Upper Area eliminating the fuel normally burned in the stack.
Control Centre collaborated to perform trials using Currently NATS is working on implementing “linear
the Speed and Route Adviser (SARA) tool for speed holding” for North Atlantic flights as an effort to
advisories to enable optimised profile descents improve overall fuel efficiency for Heathrow arrivals.
into Amsterdam Schipol Airport. On average, SARA
flights flew 2.4 nm less per flight within the terminal
14
AMAN Status Review 2010, Eurocontrol, December 2010.
Worldwide
Figure 16 —
European airports and ANSPs using various Arrival
Management (AMAN) Tools
7.2_Americas at Boston Logan Airport, uses statistical analysis

to determine when the number of active aircraft on
Taxi-Out the airport surface saturates the departure flow rate.
(ANSP, airport, airlines) This concept applies gate hold procedures to aircraft
In the United States, the FAA is evaluating several requesting push back if the number of aircraft on
surface management concepts to reduce taxi time, the airport surface has reached this saturation point.
fuel burn, and emissions. Collaborative Departure Another concept using Airport Surface Detection
Queue Management (CDQM) manages the length of Equipment, Model X (ASDE-X) was used by the
runway departure queues so that aircraft can reduce Port Authority of New York and New Jersey and
their physical queue time while ensuring that runways the airlines to successfully implement departure
are fully used15. In this concept, the airline receives an queue management at the John F. Kennedy Airport
allocation of slots to enter the airport movement area in New York, while one of the primary runways was
rather than specific assigned times. The airline may undergoing reconstruction. This procedure was used
then use these entry slots into the airport movement successfully from March through June 2010, with
area rather than coordinate with other airlines or substantial fuel savings to the airlines16.
ATC. CDQM has been implemented within the FAA’s
Surface Decision Support System and has been
tested at Memphis International Airport since 2009.
Another concept, the “N control” concept, tested
15 16
Collaborative Departure Queue Management: An Example of Airport Benefits of Virtual Queuing at Congested Airports Using ASDE-X: A Case
Collaborative Decision Making in the United States, Ninth USA/Europe Study of JFK Airport, Ninth USA/Europe ATM RE&D Seminar, Bhadra, D.,
ATM RE&D Seminar, Brinton, C., Provan, C., Lent, S., Prevost, T., Knorr, D., Levy, B., 2011.
Passmore, S., 2011.
February — 2012
Departure Boeing Company with airline partnership and NASA

(ANSP, airport, and airlines) support. Tailored Arrivals incorporate currently
Atlanta International Airport, the FAA, The Mitre underutilised flight management system (FMS)
Corporation (MITRE), and Delta Airlines have worked functions and Future Air Navigation System (FANS)
together to implement Area Navigation (RNAV) 1/A equipment onboard oceanic aircraft together with
Standard Instrument Departures (SID) since 2005. ground automation known as ‘Ocean 21’ Advanced
Delta Airlines has reported significant benefits Technologies & Oceanic Procedures (ATOP) to
including reduced mileage flown on the departures, increase the efficiency and arrival capacity. The
an earlier time to climb, reduced taxi times, and FANS equipment receives the TA clearance from
reduced voice communications. Similar benefits Ocean 21 and the FMS then executes a trajectory-
have been reported at Dallas-Ft. Worth International based arrival route and profile optimised vertically
Airport, Las Vegas McCarran International Airport, and laterally from cruise altitude to the runway
Los Angeles International Airport, and Phoenix threshold. Currently this project is limited to the use
International Airport17. of Oceanic FANS equipped aircraft and the Ocean
21 system and is only performed at select coastal
En Route to Descent city airports. In the US, ITAs have been conducted at
(ANSP, airlines, aircraft manufacturer, ground San Francisco, Miami, and Los Angeles International
infrastructure provider) Airports. The Attila™ Aircraft Arrival Management
The FAA has been working on several projects System developed by the ATH Group, is a tool used
aimed at improving ATM efficiency in the transition by the airlines to track their aircraft in the system,
from en route cruise to the terminal area. The Three calculate estimated times of arrival, and make small
Dimensional Path in Arrival Management (3D PAM) timely corrections to each aircraft’s speed to drive
Project is a collaborative effort between the FAA, optimal solutions for the airline’s network of flights19.
National Aeronautics and Space Administration The Attila™ system currently operates independent
(NASA), The Boeing Company, airlines, and other of the ATC system in that arrival times are provided
industry participants18. 3D PAM uses a combination to pilots by dispatchers. As soon as flights enter
of ground and airborne automation to compute the cruise phase they are given a time to cross
and execute advisories for a conflict-free trajectory the terminal area meter fix. Attila™ may speed
from cruise altitude to a time-based metering fix at aircraft up early in the “rush” to maximise overall
the Terminal Radar Approach CONtrol (TRACON) throughput. While speeding aircraft up may increase
boundary. While maximising throughput and avoiding full burn for those individual flights, overall delay can
separation conflicts, 3D PAM trajectories use optimal be reduced and system fuel burn can be minimised.
profile descents to improve efficiency. Although 3D Attila™ takes advantage of airline information on
PAM relies on existing flight deck automation for which aircraft have the highest priority to reduce
maximising efficiency benefits and minimising pilot time (meet connections, increase on-time, etc). An
workload, new procedures are required to ensure that FAA funded Attila™ trial has taken place where the
this automation gets used to its full potential in the system attempts to help manage arrival flows from
arrival domain. 3D PAM is under development at the two airlines into Charlotte airport. Full benefits from
Denver Air Route Traffic Control Centre (ARTCC). a fuel savings standpoint require participation from
The Initial Tailored Arrivals (ITA) Project is a all aircraft.
collaborative initiative between the FAA and The
17 18
Statement of Dr. Agam Sinha Before the House Committee on Summer/Fall 2010 Metrics/Benefits Analysis Report 4D Advanced Arrivals,
Transportation and Infrastructure, Subcommittee on ATC Modernization FAA, September 2010
and NextGen, March 18, 2009, Washington, DC. 19
The Attila Managed Arrivals System, available on the web at
http://www.athgrp.com/index.html.
Worldwide
Other time based metering tools for terminal aircraft are then issued an additional time to arrive
congestion are used by throughout major airports at a 40 nautical mile meter fix using their AMAN
in the US. Fuel savings can be improved by using system (MAESTRO). Both the times at 160 and
aircraft capabilities to support achieving metering 40 nautical miles allow sufficient pressure for ATC
times where practicable. to fine-tune the sequence and manage additional
flow and separation changes as needed – while
Descent guaranteeing that no slots for arrival are missed.
(ANSP, airport, airlines, ground infrastructure This ALOFT process will continue to be refined as
provider) technology and automation are introduced20.
RNP arrival procedures were trialled at Portland
International Airport in Portland, Oregon, enabling a Descent
significant reduction in the variability of flight tracks (ANSP, airlines, airports, ground service provider)
and reducing both fuel and emissions. Ronald Airways New Zealand has been using Collaborative
Reagan Washington National Airport in Washington, Flow Management (CFM) to manage arrivals. CFM
DC, permit RNP enabled aircraft to fly a precise path in New Zealand uses ground delays to manage
along the Potomac River while avoiding prohibited terminal area congestion at the destination airport,
airspace. RNAV and RNP procedures have been similar to the US and Europe. The difference is that
used to deconflict arrival and departure procedures in New Zealand the calculated arrival times are used
at nearby airports and thus accommodate more throughout the flight. These times are transmitted to
arrivals and departures in congested airspace. aircraft operating companies between two and three
hours prior to Estimated Off Block Time (EOBT). The
7.3_Asia Pacific Controlled Time Of Takeoff (CTOT) and Controlled
Time of Arrival (CTA) times are established through
En Route to Descent an online “reservation” system based on the latest
(ANSP, airport, airlines) flight plan information as modelled by the ATM
The ATM Long Range Optimal Flow Tool (ALOFT) system and the declared capacity for the destination
is used to help sequence arrivals into Sydney airport, as determined by the ANSP. The operations
International Airport. There is a curfew in place at team can manipulate their fleet times to prioritise
Sydney from 11 pm to 6 am and though international or optimise the management of their network but
arrivals depart in order to make the curfew, this is not cannot manipulate other flights without mutual
always the case. Without a coordinated approach agreement between the operating companies and
to managing arrivals, airlines were incentivised to approval of the CFM coordinator. The optimised
arrive earlier in order to improve their position in departure times are provided to aircrew by their
the arrival queue. In order to manage the demand, flight ops team using ACARS or pre-departure
ATC would put aircraft in holding patterns outside messages no later than 25 minutes prior to EOBT
of Sydney. Airservices Australia implemented but can be modified and updated prior to takeoff.
ALOFT so that arriving aircraft are provided with Once the flights are airborne, the aircrew is required
a time up to 1000 nautical miles from the airport to conform as closely as possible to the filed flight
to arrive at a metering fix located 160 nautical plan. Any fine tuning of the actual arrival sequence
miles from Sydney. This allows aircraft to use remains an operational ATC responsibility and this
their FMS capabilities to best manage fuel burn will be further enhanced with the introduction of
associated with meeting a time constraint. The
20 21
From conversations with CANSO member Airservices Australia. From conversations with CANSO member Airways New Zealand.
February — 2012

BARCO’s AMAN tool and the use of the “Required 7.4_Eurasia
Time Arrival” (RTA) function21.
In Japanese Airspace, the major sources of ANSPs in Eurasia have formed the “Coordination
congestion are the metropolitan airports and their Council of Eurasia” to enhance operational efficiency
surrounding terminal areas. Today, operations in the in dealing with ATM issues affecting neighbouring
arrival phase lead to inefficiently flown paths and high States and to develop agreed proposals in the
controller workload. Japanese ATM is planning to area of ATM to be submitted to national aviation
implement “traffic synchronisation”, ICAO’s tactical administrations. The membership of this group
measure, allowing the control of trajectories beyond includes the ANSPs of Eurasia and permanent
sector boundaries. In this context, new sequencing observers from industry and airlines.
tools and new strategies to integrate traffic
synchronisation and demand/capacity balancing will The Coordination Council (CC) has working
be needed. subgroups to manage the various specialist tasks
RNP design and implementation at Brisbane needed to support the objectives of the council.
is a clear example of aircraft manufacturer, airline, These include inter alia:
ANSP, and regulator working towards a common — harmonisation of ATM regulatory documents of
goal 22. The initial RNP 0.3 design criteria “Eurasia” CC States;
commenced seven months prior to implementation — support to bilateral Agreements between national
at Brisbane; initial designs were distributed to ATC for ATM enterprises of “Eurasia” CC States;
review and tested in the Qantas 737 flight simulators — organisational and technical issues of language
before being flight checked. An Online Training (OLT) training provision for Air Traffic Control
package was developed for air traffic controller Officers (ATCOs);
training; the package targeted the specific elements — development of proposals to ensure seamless
of change within each operational unit; completion flights of all airlines;
of the OLT package was mandatory for all air traffic — organisational and technical issues of RVSM
control personnel prior to their participation in the implementation;
Brisbane Green project. Qantas pilots undertook — organisational and technical issues of Flight Plan
theoretical and simulator training to qualify for (FPL) 2012 implementation;
RNP instrument approaches generally; importantly — establishment of automated Air Traffic Flow
no additional training was required for these RNP Management (ATFM) system for “Eurasia” CC
qualified pilots to participate in the project. New States, including deployment of the International
pilot/controller phraseologies were developed in Air Navigation Service (IAS) ensuring its
conjunction with the regulator and airline participants; interoperability with Eurocontrol;
these phrases were also applicable to other — establishment of automated flight safety
locations where RNP was being introduced and assessment system;
were standardised throughout Australia. Transparent — interoperability of satellite communications
and collaborative safety activities between the network of Central Asia with the similar satellite
airline, ANSP and regulator were a foundation to communications network of Russia in the
the project’s success – this included the safety interests of ATM;
framework, data collection, and reporting with — Development of interfaces between national ATM
continual oversight by the Australian Regulator (Civil data bases.
Aviation Safety Authority).
22
http://www.airservicesaustralia.com/wp-content/uploads/RNP_Brisbane_
Green_Project_Stage1_Report.pdf.
Worldwide
The Federal State Unitary Enterprise, State Air the major items of investment included consolidation
Traffic Management Corporation of the Russian of the area control centres, installing terminal ATC
Federation (State ATM Corporation) has drawn up automation equipment in accordance with the
a modernisation programme called the “Joint ATM federal targets; and ATM system modernisation in
system Modernisation of the Russian Federation preparation for Reduced Vertical Separation Minima
(2009-2015) – which has been approved by the (RVSM) implementation.
Government23. This programme aims to increase During the coming years, 100 short-range
flight safety and airspace efficiency through the navigation systems and over 100 terminal, en-route
modernisation of the Russian Joint ATM System, and secondary radars will be deployed. Over 50
and to optimise airspace use by means of innovative satellite communication stations, 770 VHF/HF voice
equipment and technology. The programme is communication and Automatic Terminal Information
comparable with other modernisation programmes Service (ATIS) stations are to be modernised.
such as SESAR in Europe and NextGen in the US. Additionally, 100 full-scale and visual simulators will
Among the key measures contained within be implemented. The scope of work is significant and
the programme is the consolidation of area control it has to be carried out over large distances, often in
centres, enhancement of terminal and en route Air harsh weather conditions.
Navigation Service (ANS) provision, modernisation
of aeronautical telecommunications and data link 7.5_Africa – IATA service
networks, implementation of a single airspace
management system, transition to Communication, Airlines and air traffic authorities are being
Navigation and Surveillance (CNS)/ATM based continuously challenged by existing airspace
technologies as well as establishment of integrated structure. In certain areas, flight routings offered by Air
civil military automated ATC systems. Traffic Control (ATC) services have been slow to keep
The consolidation of area control centres is pace with the rapid changes of airlines’ operational
well advanced. The process is due to be complete demands, especially for long-haul city-pairs24.
by 2015 when 13 regional centres will take the Across the southern Atlantic and over the
place of the existing facilities. By the end of 2010, African continent, regional route structures, built
two such centres had already been established: In many years ago, have become outdated and
Moscow, the Automated ATC Centre Branch, and in are becoming constraining factors due to their
Rostov-on-Don, the South Air Navigation Branch. In inflexibility. IATA has worked with key stakeholders
2011, a consolidated centre at Khabarovsk will begin to help introduce more flexible routings, mainly in
operations. Just a couple of years ago the number of less dense traffic areas. This work is called iFLEX
area control centres totalled 118. Today there are 69 (IATA Flexible Routings). Two major airlines, Emirates
and the programme remains on track to complete the and Delta are already involved in the project, and
task by 2015. are confident that iFLEX can be developed to
Between 2009 and 2015 investment in significantly change the way they operate. Using
the modernisation programme is estimated to what is already available on the airplane and within
exceed EUR1 billion. In addition to the resources ATC ground systems, the move from Fixed to Flex
appropriated by the State ATM Corporation, can easily be accomplished in an orderly and efficient
the Russian Government renders assistance by manner. The obstacle is to challenge the traditional
allocating funds from the federal budget. In 2010, way of thinking. Implementing iFLEX does not require
23 24
http://www.canso.org/cms/streambin.aspx?requestid=7C56A539-46FB- http://www.iata.org/whatwedo/airport-ans/infrastructure_strategy/
49A2-B79B-7F2580EEE587 Documents/iFLEX.pdf
February — 2012
any changes to the airlines/aircraft nor to the ANSPs airspace users’ airborne system equipage plans.
or their systems. The IATA Guidance Material will The ANSPs’ business case for their projects is
provide the ‘science’ to implement the programme therefore directly dependant on the airspace users’
globally and on a sustainable basis. future plans. This is especially true for systems that
The iFLEX programme builds on existing require both ground and airborne elements such
best-practices, current technology and with as Automatic Dependent Surveillance – Broadcast
solutions that can be implemented across several (ADS-B), Satellite Based Augmentation System
FIRs or regions in day-to-day operating conditions. (SBAS), FANS-1/A, Ground Based Augmentation
All new Flex Routes generated will be validated in system (GBAS), and Aeronautical Telecommunication
real-time for Notices to Airmen (NOTAMs), airspace Network (ATN).
restrictions and en-route weather conditions.
The resulting flight plans will use a combination To build a harmonised future vision and plan in the
of existing infrastructure, waypoints, latitude/ Middle East requires a consultation platform to help
longitudes, fixed-airways with new Flex Routes aviation stakeholders:
where possible to obtain an optimised trajectory — Identify challenges
given the winds for that period. It will require close — Understand requirements and develop solutions
coordination with ICAO, states, ANSPs and airlines. — Translate requirements and solutions into
project elements
7.6_Middle East — Develop an implementation plan for all
project elements
At the first Middle East Airspace User and
Stakeholder Engagement (MEAUSE) Conference Unfortunately, the Middle East region does not
held in November 2010, Middle Eastern ANSPs and have a consolidated CNS/ATM plan with an
Airspace Users, both civil and military, discussed implementation timeframe that is agreeable to all
future plans for the region and the necessary ANSPs and airspace users. This situation made the
framework and consultation needed to achieve this. development of future plans for both ANSPs and
One of the outcomes of this conference was the airlines very risky since financial investments in future
establishment of the CANSO MEAUSE Workgroup. projects are based on many assumptions and few
The MEAUSE Workgroup that specifically facts while project benefits cannot be guaranteed.
engages ANSPs, airspace users and other aviation The MEAUSE Workgroup has developed
stakeholders to build lasting relationships aimed at several surveys for ANSPs, airlines, airports and the
the transformation of ATM performance25. military to gain an understanding of their future plans
Prior to the creation of the MEAUSE with regards to specific CNS/ATM elements. An
Workgroup the region did not have a permanent analysis of the surveys has clearly shown the areas
consultation mechanism for aviation stakeholders to to refine and harmonise future plans to ensure that
support the development of a future vision and plans. collectively goals and objectives are met.
The development of an ANSP’s plans for the
future requires a detailed analysis of operational The benefits for this harmonised future CNS/ATM
needs and requirements in order to create the plan for the Middle East region include:
optimum investment plan to implement the required — Addressing regional challenges and developing
projects. The execution of these projects must be recommendations and solutions
done in a timely manner to ensure that the ground — Ensuring that the benefits of the modernisation
infrastructure of the CNS/ATM elements match the projects are realised and all stakeholders see a
25
http://www.canso.org/cms/streambin.aspx?requestid=602CB48B-5844-
4146-A70A-16EA5D8C73CC
Worldwide
Table 2 —
Summary of environmental benefits of AIRE-1 Flights
in 2009
return on their investments seeing substantial savings in fuel and emissions.

— Creating a consolidated timeframe for Airservices Australia was the first country to
implementation that is agreeable to all stakeholders. implement ADS-B continent-wide, delivering the
— Establishing a positive business case for the ability to provide 5 nm separation throughout its en
CNS/ATM project elements route airspace. The ground network in Australia uses
29 ground stations to provide complete coverage of
The MEAUSE Workgroup brings substantial change airspace above FL290 and quite a lot of coverage
for the Middle East by creating a platform for the below that, to the ground at many locations.
continuous engagement of all the stakeholders to Airservices provides ADS-B services wherever
shape the future vision and plans for the region. ADS-B coverage is available and Airservices expects
to extend that coverage commencing next year.
7.7_Oceanic & Remote Regions Airservices has an agreement with Indonesia to
exchange ADS-B data where their airspaces join.
Regulator, ANSP, airlines, aircraft manufacturers, The FAA has implemented ADS-B Out for low
avionics suppliers, ground infrastructure providers altitude helicopter operations in the Gulf of Mexico
Since 2009, Nav Canada has used ADS-B Out in since December 2009. ADS-B equipped aircraft fly
the Hudson Bay to reduce separations between dedicated altitudes to enable radar-like handoffs and
trailing aircraft from 80 nm to 5 nm in remote permit direct routings from Houston Centre and the
airspace. ADS-B equipped and authorised Gulf Coast Approach Controls. For equipped aircraft,
airlines get preferred routing while non-equipped ATC required separation was reduced from 12 nm to
airlines are accommodated. The traffic density of 5 nm. Equipped operators have seen wait times for
ADS-B equipage ranges between 50 and 60%. clearance delivery reduced from 45 minutes down to
Approximately 30 airlines operating over 800 aircraft 2 min and fuel savings due to direct routings of 90 to
with ADS-B Out are operating in the Hudson Bay and 100 lbs/flight.
February — 2012
7.8_Collaboration Among Regions DSNA, UK NATS, Nav Portugal and the FAA. In 2011,
FAA partnered with NAV Canada, UK NATS, DSNA,
AIRE and Air France to optimise Airbus A380 transatlantic
The European Commission and the FAA launched the gate-to-gate flights from New York JFK to Paris CDG.
Atlantic Interoperability Initiative to Reduce Emissions
(AIRE)26 in 2007. In 2009, AIRE-1 executed 1,152 ASPIRE
commercial flight trials with 18 stakeholder partners Asia and Pacific Initiatives to Reduce Emissions
in five different locations. Each of the flight trials (ASPIRE) was started in February, 2008 as a
were aimed at improving environmental performance collaboration between the FAA, Airservices
of flights using current technologies with improved Australia, and Airways New Zealand. Since the
operational procedures27. The European trails are original formation, the Japanese Civil Aviation
summarised in Table 2 with AIRE-1 partners and Bureau, the Civil Aviation Authority of Singapore,
projects shown in Figure 17 below. and AeroThai have also joined as ANSP members29.
In the US, AIRE demonstration flights have ASPIRE promotes the implementation of Air Traffic
included surface, terminal, en route oceanic, and Management environmental best practice and has
gate-to-gate flights from and within the US. Surface established a work programme of initiatives to
demonstrations have focused on Collaborative deliver improved environmental outcomes across
Departure Queue Management at Memphis and the Asia Pacific.
Orlando28 International Airports. The goal of these For example, User Preferred Routes (UPRs)
projects has been to enable data sharing between are cleared lateral profiles, customised for each
the FAA, airlines, and airport operators to reduce taxi individual flight, to meet the specific operator
times and the use of Auxiliary Power Units on the business needs for that flight using DARP as the
airport surface. in-flight procedure to modify the lateral profile to
Starting in 2008, AIRE demonstration flights take advantage of current winds. The minimum
for en route oceanic focused on the collaboration lateral and longitudinal separation standard in
between FAA and NAV Portugal to allow partner oceanic airspace where ground based navigation,
airlines to modify the routing of their flights while en surveillance, and voice communication are
route DARP allow a FANS-1/A equipped aircraft to not available is 30/30 nm. Time based arrival
request a reroute clearance to take advantage of management are traffic flow management
favourable tailwinds or minimise headwinds. In 2008, procedures and ATC decision support tools to
Air Europa participated with flights from Madrid to sequence arrivals into high density airspace that
Havana, Santo Domingo, and Caracas. The project improve efficiency by shifting delays to the less
was expanded in 2009 and 2010 to include Lufthansa congested en route phase of flight. Optimised
Airlines. This procedure became fully operational Profile Descents (OPDs) and Tailored Arrivals (TAs)
and available for eastbound and westbound flights improve fuel efficiency during the arrival phase of
through New York Oceanic Airspace in 2010. flight. Departure optimisation enable unconstrained
The first transatlantic gate-to-gate AIRE climb to cruise level and track to route start point
demonstration flights with Boeing aircraft were and oceanic trajectory. These procedures minimise
flown in April 2010. Air France and American Airlines low altitude vectoring and the need to level off at
participated with flights from Paris to Miami involving interim altitudes.

26 28
http://www.sesarju.eu/environment/aire http://www.faa.gov/nextgen/implementation/portfolio/trans_support_
27 progs/aire/flights/surface/
Delivering Green Results: A summary of European AIRE project results in
29
2009, SESAR Joint Undertaking, 2010. ASPIRE – Asia and Pacific Initiative to Reduce Emissions, Annual
Report, 2011.
Worldwide
Figure 17 —
2009 SJU AIRE-1 partners and projects
INSPIRE
Building on the success of the ASPIRE partnership,
the Indian Oceanic Strategic Partnership to Reduce
Emissions (INSPIRE) was established in March 2011
between Airservices Australia, Air Traffic Navigation
Services (ATNS) of South Africa, and Airports Authority
of India. INSPIRE is a collaborative network of
partners and peer organisations across the Arabian
Sea and Indian Ocean region dedicated to improving
fuel efficiency and sustainability of aviation. Airlines
partners include Emirates Airline, Etihad Airways,
Virgin Australia, and South African Airways.
February — 2012
8
Opportunities for Stakeholder Collaboration for
ATM Efficiency Improvement
This section offers suggestions for how key building, and the management of the airside. Airport
stakeholders, who are affected by each others’ operators must work closely with: city planners
actions, can work together for genuine to make sure the roads leading to and from the
mutual benefit. airport can accommodate passengers; with airplane
The key stakeholders in the aviation industry operators to accommodate efficient passengers
include ANSPs (along with air traffic controller and freight transfer; with regulators to implement
organisations), airports and the communities new standards; with ANSPs to optimise airspace
surrounding airports, regulators, airlines, aircraft procedures, while also engaging with the local
manufacturers, avionics and ground infrastructure community to manage growth and pave the way
suppliers. They are all inter-related as presented for new efficient operations. Airport and Airplane
in Figure 18. Their interactions affect both the Operators, ANSPs, and the Local Community should
efficiency and inefficiency in the ATM system and develop metrics for local efficiency and develop a
directly impact the pace of change. Only by working sustainability framework that takes into account the
together can the interdependencies be addressed potentially competing environmental objectives of
and inefficiencies reduced. minimising both noise and local emissions – while
ANSPs are responsible for the management planning for and managing future growth. Airport
of flights throughout the airspace structure. They operators can help bring airlines together with
manage the overall flow and direct aircraft to ensure ANSPs to create efficient and equitable procedures
safety of flight. They need to work closely with as they did for Airport CDM.
regulators to accelerate implementation of new Regulators are responsible for accelerating
procedures and technology to increase airspace the development of new guidance material,
capacity and reduce environmental impact. They criteria, policies, and procedures that enable
must collaborate closely with airports and airport improved operations that will reduce aviation’s
authorities and acknowledge airplane operators’ environmental impact. They must work closely
priorities to optimise operations. ANSPs need to with ANSPs, airports for master plan development,
shifting roles from directing to “managing” flights communities, international government bodies
once the tools, training, and safety analyses are in for global harmonisation, airplane operators to
place. Industry can help accelerate this transition prioritise the most desirable functional priorities and
through detailed modelling, simulation and new airplane manufacturers to determine an efficient
collaborative trials. way to implement new onboard technologies and
In the near term, ANSPs can support the capabilities. Regulators need to implement lean
fuel efficient management of necessary delay due principles to accelerate the change process without
to congestion by bringing airlines and airports sacrificing safety. With closer airplane Original
together to “broker” system level efficiencies while Equipment Manufacturer (OEM), regulator and
maintaining equity. Successes in Airport CDM and ANSP focused collaboration, the development
virtual queue management can be applied to the of guidance material, criteria, and policies for
arrival process to curb the “rush-to-wait” incentives new operational capabilities could likely be
in the system today. reduced from 5-10 years to 3-5 years. Regulator
Airport operators are responsible for the responsibilities may include establishing rules for
management of the airport environment, including ensuring compliance of new procedures. Having
the roads leading to and from the airport, the terminal regulator participation supports the assurance that
A Call to Industry Opportunities for Stakeholder
Collaboration for ATM Efficiency Improvement
Figure 18 —
Stakeholders working together for maximum ATM
efficiency
new investments will be returned to the ANSPs aviation system as a whole. Other stakeholders
and aircraft operators in the form of cost savings, outlined above must support airlines with incentives
capacity enhancements, and other direct benefits. for a longer term focus.
Airlines, meaning all airplane operators Aircraft manufacturers must continue to
including passenger, cargo/freight carriers, work closely with regulators, ANSPs, avionics,
business, and general aviation must accommodate and ground system suppliers to develop,
passenger or customer demands, must manage implement, and certify new technology, operational
an integrated network of flights while often having capabilities, and corresponding procedures
to implement different requirements from various that enhance gate-to-gate efficiency in a more
international regulators. Airplane operators must cost effective manner. Through the stimulus of
collaborate to work for coordinated implementation competition, aircraft manufacturers work closely
of common, interoperable standards that meet with their airline customers to determine the new
their business objectives while not imposing functionality that offers the most operational
unreasonable requirements on general aviation. benefits. The challenge of certifying this new
Airplane operators need to support airport operators capability cost effectively however, requires
with local community engagement to “find a way” closer up-front collaboration with OEMs, avionics
to implement new, efficient airport approaches. suppliers, regulators and operators to seek process
Airlines have a business incentive that naturally improvements wherever possible. To accomplish
focuses on their competitive advantages. More ATM efficiency approaching 98% by 2050 requires
focus is needed on benefits that will benefit the collaboration between the airplane manufacturers,
February — 2012
9
Industry Challenge and Next Steps
regulators, operators and ANSPs to accelerate
harmonised implementation of new ATM systems. 9.1_Sharing of Best Practices
Avionics/ground system suppliers will
continue to work closely with aircraft manufacturers, We must take advantage of sharing best practices
ANSPs, and regulators to develop, implement and across the ATM spectrum.
certify new technologies and operational capabilities a. The CANSO Environmental Working Group
to accommodate increased air traffic demand, has written several reference documents to
while simultaneously enabling more efficient serve that purpose. The Working Group set
aircraft travel. Avionics suppliers have the added up a Metrics & Methodologies Subgroup that
challenge and responsibility to cost effectively for the past 3 years has been driving towards
create new operational capability across the aircraft consensus and developing guidance on
type spectrum that helps reach a critical mass of performance measurement methodologies
equipage in the fleet. When the procedures are in for ATM contributions towards aviation’s
place through OEM, ANSP and airport collaboration CO2 emissions. The subgroup has written
to take advantage of new technology, the critical “Methodologies for Calculating Delays/
mass may become the “tipping point” required by Improvement Opportunity Pools by Phase
airlines to obtain the benefits of their investment. of Flight” to provide ANSPs guidance on the
Ground system suppliers have the challenge recommended data sources and software for
of creating solutions for ANSPs with regional calculating potential benefits, recommended
differences and challenges. Their research must procedures for developing benchmark times,
focus on the most forward thinking solutions that calculations for specific phases of flight, and
benefit all stakeholders. the process for accumulating the opportunity
Communities in the vicinity of airports are pool into a national airspace system-wide pool.
sensitive to noise and emissions from operations at To that end, ICAO has developed the ICAO
any nearby airports. Their cooperation is essential Fuel Savings Estimation Tool (IFSET) to assist
to enabling growth and enabling new operations member States in estimating fuel savings in
at the airport. Local communities need to find a manner that is consistent with the models
representatives that can express community approved by the Committee on Aviation
concerns while also appreciating the economic Environmental Protection (CAEP) and aligned
role played by the airport and the aviation industry with the ICAO Global Air Navigation Plan. A
and recognise the industry goal for reducing global quantified common understanding of fuel saving
emissions as well as local noise. opportunities across stakeholders will help
accelerate progress.
b. The CANSO Environmental Working Group
has written other white papers that serve as
a collection of best practices from members
on specific topics. The white paper on noise
highlights noise issues, identifies best practices
for managing airspace changes related to noise,
and documents areas where stakeholder support
must be obtained to achieve broader goals.
A Call to Industry Industry Challenge and Next Steps
c. The white paper on speed control focuses on the 9.3_Let’s start today
potential for fuel savings during peak periods of
arrival demand at congested airports. The case The opportunity and the needs are clear. The
studies presented show that much improvement challenge is great and if industry steps up to
can be made using today’s technologies both implement the following seven steps, together we
on the ground and in the aircraft. Success needs can accelerate change.
to be based on improving today’s procedures a. Improve the collective understanding of the
as opposed to waiting for an optimum solution. operational benefits of more efficient ATM
The CANSO Environmental Working Group will operations. This requires clear problem
continue to write papers of interest to members. definitions by phase of flight in each primary
stakeholder domain (ANSP, operator, community,
9.2_Collaboration is Key etc.) as well as clear and common efficiency
metrics and performance indicators that
We must take advantage of opportunities to work lend themselves to measuring operational
together. Programmes such as European Airport improvements. From this, industry can quantify
CDM bring together Eurocontrol, Airports Council the achievable benefits to the user community
International, and IATA to reduce fuel burn on the and share successes from early implementers.
airport surface. Programmes like AIRE, ASPIRE, b. Increase stakeholder collaboration. Through
and INSPIRE bring together ANSPs, airports, increased collaboration, the industry can identify
and regulators from different regions in an effort and prioritise the changes that reduce fuel
to reduce fuel burn and emissions through every use, increase operational efficiency, reduce
phase of flight. Though the regions may differ, the CO2 emissions (within evermore challenging
airlines that participate in these trials operate in local noise limitations) and improve each
each of those regions and help to bring policies stakeholder’s bottom line. This prioritisation will
and procedures together for mutual benefit. It is improve the management of limited public and
only through collaboration that we can identify private investments required to update ATM
information that can be shared for mutual benefit. infrastructure and airborne systems and reduce
implementation risks.
c. Accelerate operational trials and procedures that
take advantage of existing aircraft capabilities.
Modern aircraft are already able to navigate
with unprecedented accuracy, predict their
future locations more accurately than ground
based systems, and relay position and trajectory
information to others. New operations and
procedures must be accelerated to take
advantage of these investments in performance
based navigation systems, ADS-B equipment,
and digital communications capability. The work
already being done with ANSP cooperation
(such as RNAV/RNP approaches, continuous
February — 2012
descents, and I-Flex routing) is essential to f. Accelerate the approval process for new
accelerating early efficiency implementation. procedures and operations. This step goes
Continued trials looking at airspeed control or beyond step “c” and calls on industry to
CTA’s to manage terminal congestion is also key collaborate and apply lean principles that will
to our future success. accelerate the implementation process and
d. Accelerate “real time” collaborative decision timeline while managing certification costs for
making through enhanced information sharing. new procedures and operations based on new
Real time information sharing between operators technical capability.
and ANSPs permits coordinated taxi and takeoff g. Promote common best practices in ATM to
times (minimising ground fuel consumption ensure international harmonisation. The ICAO
and enabling less contingency fuel thereby led Aviation System Block Upgrades (ASBU)
lowering airborne fuel use). Likewise, near real plan provides an excellent opportunity for global
time information sharing will enhance flight time collaboration on airspace interoperability and
predictability, arrival management efficiency, and efficiency30. Both SESAR in Europe and NextGen
user preferred route adjustments in the event of in the U.S. are mapping future initiatives into the
significant wind or weather changes. The ability ICAO paradigm in preparation for formalizing
to negotiate takeoff, arrival times, and route the plan at the 12th Air Navigation Conference
changes in a safe and timely manner minimises in November 2012. The ASBU plan identifies a
fuel use, CO2 emissions, and costs. structured approach for coordinating regional
e. Reduce airspace restrictions that lead to changes to aviation systems (air and ground)
inefficient operations. This step is a primary that lead to global harmonisation and enhanced
emphasis for Eurocontrol’s Single European Sky capability. The plan provides an opportunity
concept. However, there are still opportunities for multiple stakeholders to work with regional
for improved collaboration on shared airspace agencies to plan an orderly implementation.
use and approval of user preferred routes. Operators, ANSPs and regional governments
International agreements should be negotiated on will need to coordinate deployments of air
airspace usage costs to minimise inefficient flights and ground capabilities to reduce costs to
by operators based on business decisions. all stakeholders and eliminate performance
differences across regions.
These steps require commitment to a shared

objective – improved operations for all. The time
is right to start working together on each of these
steps today.
30
GANIS (Global Air Navigation Industry Symposium) Working Document,
ICAO Aviation System Block Upgrades, “The Framework for Global
Harmonization”, Aug 2011.
A Call to Industry Glossary
10
Glossary
3D-PAM A-SMCGS CANSO CNS

3 Dimensional Path Advanced Surface Civil Air Navigation Communication
Arrival Management Movement Guidance Services Organisation Navigation Surveillance
and Control System
ACARS CAEP CPDLC
Aircraft Communications ASBU Committee on Aviation Controller to Pilot Data
Addressing and Aviation System Block and Environmental Link
Reporting System Upgrades (ICAO) Protection
C-PDS
A-CDM ASPIRE CALM Collaborative Pre-
Airport Collaborative Asia and Pacific Computer-assisted Departure Sequence
Decision Making Initiatives to Reduce Approach and Landing
Emissions Management CTA
ADS-B/C Controlled Time of
Automatic Dependent ATAG CARATS Arrival
Surveillance – Air Transport Action Collaborative Actions for
Broadcast/Contract Group Renovation of Air Traffic CTOT
Systems Controlled Time of
AIRE ATC Takeoff
Atlantic Interoperability Air Traffic Control CC
Initiative to Reduce Coordination Council DARP
Emissions ATCO Dynamic Airborne
Air Traffic Control CDM Reroute Procedures (or
ALOFT Officers Collaborative Decision Programme or Planning)
ATM Long Range Making
Optimal Flow Tool ATIS DSNA
Automatic Terminal CDQM Direction des Services
AMAN Information Service Collaborative Departure de la Navigation
Arrival Management Queue Management Aérienne
(ATM Arrival Manager) ATM
Air Traffic Management CDS DFS
ANSP Collaborative Departure Deutsche Flugsicherung
Air Navigation Service ATNS Scheduling
Provider Air Traffic and EDCT/AFTM
Navigation Services CFM Expected Departure
ARTCC Collaborative Flow Clearance Time /
Air Route Traffic Control ATOP Management Air Traffic Flow
Centre Advanced Technologies Management
and Oceanic CFMU
ASDE-X Procedures Central Flow EOBT
Airport Surface Management Unit Estimated Off Block
Detection Equipment, ATS (Eurocontrol) Time
Model X Air Traffic Services
February — 2012
ENSURE IAS NextGen SARA

EN Route Shannon International Air Next Generation Speed And Route
Upper airspace REdsign Navigation Service Transportation System Advisor
ETOT IATA NOTAM(s) SBAS

Estimated Take Off Time International Air Notices to Airmen Satellite Based
Transport Association Augmentation System
EUROCONTROL NTSFR
European Organisation ICAO Night Time Fuel Savings SESAR
for the Safety of Air International Civil Routes Single European Sky
Navigation Aviation Organization ATM Research
OEM
FAA iFLEX Original Equipment SID
Federal Aviation IATA Flexible Routings Manufacturer Standard Instrument
Administration Departure
IFSET OLT
FANS ICAO Fuel Savings Online Training STAR
Future Air Navigation Estimation Tool Standard Arrival Route
System OOOI
INSPIRE Out, Off, On, In (ACARS TA/ITA
FMG Indian Ocean Strategic message) Tailored Arrival/Initial
Flughagen München Partnership to Reduce Tailored Arrival
GmbH Emissions OPD
Optimum Profile TMA
FMS KPI Descent Traffic Management
Flight Management Key Performance Advisor
System Indicator PBN
Performance Based TRACON
FPL LVNL Navigation Terminal Radar
Flight Plan Luchtverkeersleiding Approach CONtrol
Nederland RNAV
GANIS Area Navigation UPR
Global Air Navigation MITRE User Preferred Route
Industry Symposium The Mitre Corporation RNP
Required Navigation
GBAS NASA Performance
Ground Based National Aeronautics
Augmentation System and Space RTA
Administration Required Time of Arrival
IAA
Irish Aviation Authority NATS RVSM
National Air Traffic Reduced Vertical
Services Separation Minima

A Call to Industry Glossary
Appendix A Table A1.

European Airport CDM Projects Status of current European A-CDM Projects
Airport ANSP Airline
Amsterdam Schipol LVNL KLM
Arlanda LFV SAS Norwegian
Athens International S.A, ATC Hellenic CAA Olympic Airlines, Aegean Airlines
Eleftherios Venizelos
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 AOC: Airlines Operator Committee

Navigation)
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 B Airport ANSP AMAN Tool Ground System

Provider
AMAN tools in use by
airports and ANSPs Paris CDG MAESTRO Egis-Avia
in Europe London Heathrow UK NATS OSYRIS Barco
Frankfurt Main DFS 4D PLANNER DFS, DLR
Table B1. London Gatwick UK NATS OSYRIS Barco
Airports, ANSPs, and Zurich Skyguide CALM (OSYRIS) Barco

AMAN tools in use Copenhagen Catsup MAESTRO Egis-Avia
in Europe Paris Orly MAESTRO Egis-Avia
Oslo/Gardermoen OSYRIS Barco
Stockholm/Arlanda MAESTRO Egis-Avia
Dublin MAESTRO Egis-Avia
Helsinki/Vantaa MAESTRO Egis-Avia

February — 2012 Accelerating Air Traffic Management Efficiency:
A Call to Industry
CANSO – THE BOEING COMPANY –

The Civil Air Navigation Services Organisation – is the The Boeing Company is the world’s largest aerospace
global voice of the companies that provide air traffic company and leading manufacturer of commercial
control, and represents the interests of Air Navigation aviation jetliners and defense, space and security
Services Providers worldwide. systems. The company’s 170,000 employees support
CANSO members are responsible for airlines and government customers in 150 countries.
supporting over 85% of world air traffic, and through Boeing is working with government, industry and
our Workgroups, members share information and airline partners around the globe to improve the world’s air
develop new policies, with the ultimate aim of traffic system. By applying expertise in the areas of modeling
improving air navigation services on the ground and and simulation, airspace design, systems integration and
in the air. CANSO also represents its members’ views navigation services, Boeing’s Air Traffic Management
in major regulatory and industry forums, including at team is at the forefront of creating the infrastructure for a
ICAO, where we have official Observer status. transformational air traffic management system.
For more information on joining CANSO, visit For more information, visit www.boeing.com/
www.canso.org/joiningcanso boeingedge
CANSO MEMBERS
Full Members - 68 — Hellenic Civil Aviation Authority (DHMI) — GE Aviation’s PBN Services
(HCAA) — State ATM Corporation — Guntermann & Drunck GmbH
— Aeronautical Radio of Thailand — HungaroControl Pte. Ltd. Co. — The LFV Group — Harris Corporation
(AEROTHAI) — Irish Aviation Authority (IAA) — Ukrainian Air Traffic Service — Helios
— Aeroportos de Moçambique — ISAVIA Ltd Enterprise (UkSATSE) — HITT Traffic
— Air Navigation and Weather — Kazaeronavigatsia — Honeywell International Inc. /
Services, CAA (ANWS) — Kenya Civil Aviation Authority Aerospace
— Air Navigation Services of the Gold Associate Members - 14
(KCAA) — IDS – Ingegneria Dei Sistemi
Czech Republic (ANS Czech — Latvijas Gaisa Satiksme (LGS) — Abu Dhabi Airports Company S.p.A.
Republic) — Letové prevádzkové Služby — Airbus — Indra Sistemas
— Air Traffic & Navigation Services Slovenskej Republiky, Štátny — BT Plc — INECO
(ATNS) Podnik — FREQUENTIS AG — Inmarsat Global Limited
— Airports and Aviation Services — Luchtverkeersleiding Nederland — GroupEAD Europe S.L. — Integra A/S
Limited (AASL) (LVNL) — ITT Corporation — Intelcan Technosystems Inc.
— Airports Authority of India (AAI) — Luxembourg ANA — Lockheed Martin — Iridium Communications Inc.
— Airservices Australia — Maldives Airports Company — Metron Aviation — Jeppesen
— Airways New Zealand Limited (MACL) — Raytheon — LEMZ R&P Corporation
— Austro Control — Malta Air Traffic Services (MATS) — SELEX Sistemi Integrati S.p.A. — LFV Aviation Consulting AB
— Avinor AS — NATA Albania — Sensis Corporation — Micro Nav Ltd
— AZANS Azerbaijan — National Airports Corporation Ltd. — Telephonics Corporation, ESD — The MITRE Corporation – CAASD
— Belgocontrol — National Air Navigation Services — Thales — New Mexico State University
— Bulgarian Air Traffic Services Company (NANSC) — The Boeing Company Physical Science Lab
Authority (BULATSA) — NATS UK — NLR
— CAA Uganda — NAV CANADA — Northrop Grumman
Silver Associate Members - 55
— Civil Aviation Authority of — NAV Portugal — Northrop Grumman Park Air
Bangladesh (CAAB) — Naviair — Abu Dhabi Department of Systems AS
— Civil Aviation Authority of — Netherlands Antilles - Curaçao Transport — NTT Data Corporation
Singapore (CAAS) ATC (NAATC) — Adacel Inc. — Quintiq
— Civil Aviation Regulatory — Nigerian Airspace Management — ARINC — Rockwell Collins, Inc.
Commission (CARC) Agency (NAMA) — ATCA – Japan — Rohde & Schwarz GmbH & Co.
— Department of Airspace Control — Office de l’Aviation Civile et des — ATECH Negócios em Tecnologia KG
(DECEA) Aeroports (OACA) S/A — Saab AB
— Department of Civil Aviation, — ORO NAVIGACIJA, Lithuania — Aviation Advocacy Sarl — SENASA
Republic of Cyprus — PNG Air Services Limited — Avibit Data Processing GmbH — SITA
— DFS Deutsche Flugsicherung (PNGASL) — Avitech AG — STR-SpeechTech Ltd.
GmbH (DFS) — Polish Air Navigation Services — AZIMUT JSC — U.S. DoD Policy Board on Federal
— DSNA France Agency (PANSA) — Barco Orthogon GmbH Aviation
— ENAV S.p.A: Società Nazionale per — Prishtina International Airport JSC — Booz Allen Hamilton, Inc. — Washington Consulting Group
l’Assistenza al Volo — PT Angkasa Pura II (Persero) — Brüel & Kjaer EMS — WIDE
— Entidad Pública Aeropuertos — ROMATSA — Comsoft GmbH
Españoles y Navegación Aérea — Sakaeronavigatsia Ltd — Dubai Airports
(Aena) — S.E. MoldATSA — EADS Cassidian
— Estonian Air Navigation Services — SENEAM — EIZO Technologies GmbH
(EANS) — Serbia and Montenegro Air Traffic — European Satellite Services
— Federal Aviation Administration Services Agency (SMATSA) Provider (ESSP SAS)
(FAA) — Serco — Emirates
— Finavia Corporation — skyguide — Entry Point North
— GCAA United Arab Emirates — Slovenia Control — Era Corporation
— General Authority of Civil Aviation — State Airports Authority & ANSP — Etihad Airways
(GACA) — Fokker Services B.V.

Accelerating ATM Call To Industry

Uploaded by

Copyright:

Available Formats

Accelerating ATM Call To Industry

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Accelerating ATM Call To Industry

Uploaded by

Copyright:

Available Formats

February — 2012

Accelerating Air Traffic

CANSO and The Boeing Company

Mapping out the industry commitments

(Schematic, indicative diagram only)

Experience with new arrival procedures by 5.2_Understanding Inefficiencies by Phase of Flight

5.2.2_Taxi-Out/Taxi-In 5.2.3_Departure Phase

Average additional time in the taxi out phase -

2010 horizontal en-route flight efficiency

Figure 9 — Example Flex Track Saving

2010 average additional time within the last 100 NM miles

existing procedures and gain much of the benefit 6.6_Stakeholder Involvement

7.2_Americas at Boston Logan Airport, uses statistical analysis

Departure Boeing Company with airline partnership and NASA

return on their investments seeing substantial savings in fuel and emissions.

These steps require commitment to a shared

3D-PAM A-SMCGS CANSO CNS

ENSURE IAS NextGen SARA

ETOT IATA NOTAM(s) SBAS

Appendix A Table A1.

Airport ANSP Airline

Amsterdam Schipol LVNL KLM

Arlanda LFV SAS Norwegian

Berlin-Schönefeld DFS Deutsche Flugsicherung GmbH

Brussels Belgocontrol Airline Operators Committee, Brussels Airlines, Thomas Cook

Dusseldorf DFS Deutsche Flugsicherung GmbH

Frankfurt DFS Deutsche Flugsicherung GmbH Deutsche Lufthansa

Lyon DSNA (Direction des Services de la 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

Appendix B Airport ANSP AMAN Tool Ground System

in Europe London Heathrow UK NATS OSYRIS Barco

Frankfurt Main DFS 4D PLANNER DFS, DLR

Table B1. London Gatwick UK NATS OSYRIS Barco

Airports, ANSPs, and Zurich Skyguide CALM (OSYRIS) Barco

Oslo/Gardermoen OSYRIS Barco

Stockholm/Arlanda MAESTRO Egis-Avia

Dublin MAESTRO Egis-Avia

Helsinki/Vantaa MAESTRO Egis-Avia

CANSO – THE BOEING COMPANY –

You might also like