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(A-CDM). The aim is to engage 40 airports
in A-CDM by the end of 2009, in order to
achieve reductions in CO2 emissions of
400,000 tonnes a year. This is based on
the experience of Munich Airport, where
A-CDM has seen taxi times fall by 10%,
saving users €3.6 million a year.
The aim is to engage
40 airports in A-CDM
by the end of 2009,
in order to
achieve reductions
in CO2 emissions
of 400,000 tonnes a year.
© Véronique Paul/Graphix
Focus
34
Independent Platform
CANSO also supports stronger collaboration.
“Aviation is a system and needs
to be project managed that way,” says
Alexander ter Kuile. He says the Single
European Sky II regulation is a strong
driver. “SESAR is a very collaborative
project, so both day-to-day operations,
as well as longer-term airspace management
and systems design, are moving to
an integrated environment.”
European Parliament approval of the
SES II package at the end of March
endorses this pan-European approach
through convergence in regulation, performance
targets and network design. It also
introduces a mandatory requirement to
make progress on CO2 reductions.
There are more signs that the European
aviation scene is changing. In February
EUROCONTROL convened the first
meeting of its Air Navigation Services
Board (ANSB) which is comprised of
senior people from the ANSP community,
airlines and airports. Formed
to help set the strategic direction of
EUROCONTROL, the ANSB is also
about finding ways in which we can all
work together for the strategic direction
of ATM in Europe.
The first meeting of the EU Observatory
on Airport Capacity at the end of 2008
brings together representatives from
EUROCONTROL, ACI EUROPE, national
authorities, and industry in an advisory
role. In addition to drafting an action plan,
the Observatory aims to align capacity on
the ground with ATM capacity.
Tough targets
Within the next two years the FEP aims
to reduce annual fuel consumption by
470,000 tonnes, and cut CO2 emissions
by 1.5 Mt. It lists five action points,
all of which come from various existing
programmes, but need to be accelerated.
One area to receive special focus
is the terminal manoeuvring area (TMA).
“We know a lot of flight inefficiencies
are in the TMA,” explains Joe Sultana,
EUROCONTROL CFMU Deputy Director.
“We are trying to get each ANSP to
look at what is possible. This includes
RNAV approaches, airspace design, and
continuous descent approach (CDA). We
are telling airlines to be vocal about their
requirements.”
IATA is pushing for wider application of
CDAs and calculates that if 100 airports
implement CDA, airlines could save
€50-150 million a year across Europe.
About 20 airports offer the procedure,
which requires no additional equipment,
but allows trained controllers to
give clearance to aircraft descending to
the threshold with engines at near idle.
Successfully introduced at airports like
Stockholm Arlanda and Amsterdam
Schiphol during off-peak periods, savings
range from 50-150kg of fuel per arrival.
At London Heathrow, CDAs result in a
smaller noise footprint. “IATA would like
to see CDAs introduced where it does
not impact capacity,” says spokesperson
Lorne Riley. “By starting at secondary
airports we can improve our use of
CDAs.” Secondary airports account for
30% of Europe’s total traffic, and offer a
large potential emissions gain.
Since the FEP was signed, IATA has
reported new CDAs at four airports in
Norway, Italy’s three Rome airports,
plus Cologne and Munich in Germany.
Furthermore, by introducing the procedure
at remote waypoints, for example
combined with RNAV approach paths,
the savings are even greater. CANSO
reports new RNAV-STARS arrivals
to Copenhagen Airport in periods of
low traffic and at night. In Sweden,
LFV is testing a new curved approach
into Arlanda that takes advantage of
advanced navigation performance
onboard SAS B737NG aircraft to shorten
the approach path and cut emissions.
Another area where the FEP throws
the spotlight on inefficiency is en-route
airspace. Between the end of 2008 and
the start of the 2009 summer season,
100 new airspace projects are scheduled
to begin, comprising mainly new
and shorter routes. The 11,000 nm
saved exceeds the FEP target this year,
　
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本文鏈接地址：Skyway Magazine Spring 2009(24)