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and equates to 24,000 tonnes of fuel
and 80,000 tonnes of CO2 according
to IATA. “We’ve looked at the most
constrained city pairs and examined the
traffic volume versus the route extension
to find the worst city pairs,” says Sultana.
Partnership for performance
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.
Skyway 51 - Spring 2009 35
Sometimes there are valid reasons,
such as one-way routes introduced in
response to high demand adding to
route length. In some cases conditional
routes can be created in military areas.
EUROCONTROL is working with each
Member State to look at where routes
can be made more efficient. “With the
drive from IATA and CANSO we are
taking a closer look.”
Route extensions in Europe are estimated
by the Performance Review
Commission to be 48.8 km or 5.6% of
route length in 2008. While a third occurs
in the TMA, the majority is en route and
is attributed to domestic airspace design,
prompting calls for faster introduction of
functional airspace blocks. Furthermore,
where there is shared civil/military use of
airspace, the take-up was disappointing
in 2008, despite an increase in available
military airspace.
“There is a weak link,” says Sultana.
“New routes that become available
during the day as a result of flexible use
of airspace are not being flight planned.
The aircraft operator with limited
resources tends to work to the old flight
plan, and wait for ATC to offer a new
route. This is no incentive to the military
and you still have to carry the fuel for the
original route.”
One of the most high-profile FEP action
points concerns A-CDM. EUROCONTROL
has published a manual
which guides airports and stakeholders
through the process, and airports like
Zurich and Brussels have already joined
Munich in reporting savings as a result of
A-CDM. London Heathrow, Paris CDG,
Amsterdam, Prague and Milan Malpensa
are following in their footsteps. It requires
collaboration between airlines, ANSPs,
airports and ground handlers at the
operational level, and as such is a real
test of industry partnership.
“You have to sit around the table, and
have commitment from the top down, to
change the way you do business at the
airport,” explains IATA’s Riley. “People
working on airports have to understand
they are part of a network of airports.”
IATA estimates that the cost-benefit ratio
of implementing A-CDM is 1:8, a clear
reason for more widespread implementation.
The CFMU expects at least six
airports to operate A-CDM by the end of
2009.
Flight data has become more important
to the overall solution. “It is at the heart
of the problem we have,” says Sultana.
“We plan on the basis of what we
expect, and once we get the flight plan,
we can update the plans. Then we find
the aircraft does not stick to the flight
plan.” This leads to peaks and troughs
in the system, and ANSPs are obliged to
keep some capacity in reserve. Airlines
need to re-file revised flight plans, and
airports need to advise when departure
times change. “Many of these processes
are in place, we simply need to adhere to
them,” he adds.
This last point requires a change in
mindset. For this reason the FEP calls
for ‘performance awareness’, whereby
all the players need to be aware of the
cost of a flight. For the airspace user,
low navigation charges may reduce
operating costs, but a longer route will
waste fuel and emissions. Alexander
ter Kuile says that while ATM has delivered
a 4% increase in airspace fuel efficiency
over the last 10 years, CANSO
data shows that a further 4% increase
in airspace efficiency will never be delivered
as a result of conflicting interests.
“100% airspace efficiency does not exist
due to the inter-dependencies between
classic ATM functions: safety, noise,
capacity, military airspace. Based on the
IPCC’s 1998 statement that there is 12%
airspace inefficiency, that leaves just a
final 4% airspace fuel efficiency that ATM
can deliver.”
The FEP represents a new approach to
this target, and in getting commitment
from all the stakeholders, has a real
chance of success. n
civil air navigation services organisation
　
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本文鏈接地址：Skyway Magazine Spring 2009(25)