Perfect Flight George Rhodes Assistant Director Safety and Flight Ops ATM Africa And Middle East - ICAO
←
→
Page content transcription
If your browser does not render page correctly, please read the page content below
Perfect Flight
George Rhodes
Assistant Director Safety and Flight Ops ATM
Africa And Middle East
ACAO-ICAO EUR/NAT and MID
ASBU Symposium
Marrakech, Morocco,
10-13 December 2018)
1
1950 2018
2
Economic development worldwide is getting a significant boost by increasing connections between cities from air transport. This wider economic benefit is being generated by the flow of goods, people, capital, technology and ideas – and falling air transport costs. The number of unique city-pair connections is forecast to have exceed 21,000 this year, more than double the connectivity by air twenty years ago. The price of air transport for users continues to fall, after adjusting for inflation. Compared to twenty years ago real transport costs have more than halved Air transport is vital for manufactures trade, particularly trade in components which is a major part of cross border trade today. We forecast that the value of international trade shipped by air this year will be $6.9 trillion. Tourists travelling by air in 2018 are forecast to spend $794 billion 3
4
IATA User Requirements for Air Traffic Services
(URATS)
https://www.iata.org/whatwedo/ops-infra/air-traffic-
management/Documents/Requirements-URATS-CNS-
technology_Edition%203_2017.pdf
5
4 Pillar Strategy
1. Technology
2. Operations
3. Infrastructure
4. Economic Measures
6
Lets look at a “Perfect flight”
7
What makes a perfect flight ?
Addressing traffic flows from end-to-end
Efficient ground movements (for aircraft and passengers)
Optimised flight profile:
unrestricted climb
fuel efficient airspeeds
optimum cruise levels
uninterrupted descent profiles
Maximising aircraft capabilities/Minimising ATC intervention
Predictable departure and landing (all weather ops)
8
Some facts
From gate to gate
9
Factsheet
At the gate: It takes fuel to carry fuel!
Unnecessary fuel on board
means unnecessary
additional aircraft weight
Data link Departure
clearance
Shortest taxi route to
runway with rolling line up
Runway direction matched
to departure direction, if
possible
10Taxi-out Accurate taxi estimates by
ATC permits pilot to plan for...
APU start-up / shut-down
Engine start-up
ATC “keeps them moving”
Slow taxi speeds cost time
During taxi, ATC updates on
take-off sequence
Factsheet Allows pilots to complete pre-
Aircraft engines are designed for flying take off check lists in good time -
Each 1 min taxi burns 3-10kg fuel reducing runway occupancy
A340 can save 140kg fuel by taxiing for 8
min on 1 engine.
11Approaching the runway
Rolling take-off avoids Factsheet
spooling up engines while Fuel consumption at take-off and missed
holding in take-off position approach is about three times higher
than in arrival
Allowing smaller aircraft
with intersection take-offs
saves fuel for all
12Take-off
Optimum climb-out
speed
Pilot:
“NEW YORK TOWER,
CLEANAIR 242 REQUESTS
300 KTS CLIMB SPEED”
Controller: Factsheet
CLEANAIR 242, NO SPEED Need for speed
RESTRICTION A 20kt speed increase for A340 from 280kt
to 300kt will result in a 135kg saving.
Time: A 1 minute savings per movement
also improves airport throughput.
13Factsheet
Standard Instrument Departure An RNAV SID design can
Optimally designed deliver 7 nautical miles or more
(RNP/RNAV) Standard by avoiding ground-based flight
tracks
Instrument Departure (SID)
eliminates time & distance Built up areas can be easily
avoided
required to over-fly
conventional ground based
radio-navigational aids Conventional Procedure RNAV/RNP Procedure
Flight can avoid noise
sensitive areas
Flown by computers with high
precision of track and time
keeping accuracy
14Climbing to Factsheet
Airspace is a finite resource
Cruise Altitude Approx 40% North Atlantic flights do not receive
requested clearance
Where it is practical and Globally, approx 30% airspace belongs to military
consistent with safety, Most air-routes developed over 50 years ago have
Controllers should consider changed little
cancelling SID restrictions as
soon as possible after take off
At many airports, it is
permissible to allow aircraft to
accelerate to optimum climb
speed as soon as clear of
traffic.
Civil/Military cooperation plays
an important role in saving fuel
15Enroute
After 4 hours flying, the aircraft
is 24,000kg lighter and needs to
climb to a higher optimum
altitude
Pilot requests climb clearance 4 hours
via data link
Clearance to climb is received
via data link within 2 minutes Factsheet
Best case scenario - ATC, Optimum Routes altitudes
seeing no conflicting flights,
Reroutes and altitudes impact time and
authorises the pilot to “cruise
fuel
climb” at his own discretion
16Factsheet
En-Route
Flexible Routing, User Preferred
ATC where possible Routes,
should allow airlines to fly
the efficient routes based Routes change by day, month,
on the best winds. season, flight direction etc.
Fixed airways, limited Flying fixed routes is no longer
entry/exit points generates efficient
inefficiencies in flight
planning
17Holding - (if required)
Approaching destination, ATC
realises delayed arrival if
aircraft continues at its present
speed.
ATC advises pilot (as far out as
possible) and gives clearance to
slow down while the aircraft is
still at a fuel efficient cruising Factsheet
altitude. Aircraft transitioning from enroute environment towards an airport
tend to converge, generating a ‘’funnel’’ effect
ATC further realises slowing Linear Holding cruise & hold in altitude.
down is insufficient and A 15min hold on an A340 at FL350 instead of FL150 saves 128kg.
instructs pilot to enter a hold – Accommodate flexible clean speed configurations where possible
but at a fuel efficient cruising
level.
18Descent Factsheet
Continuous descent arrival / approach represents :
( about 120nm from destination) 10% less fuel
Continuous Descent 40% less noise
150 - 640kg less CO2
While still at cruising level ATC
clears pilot to descend at pilot’s
discretion
“Pilot’s discretion descend and
maintain 3,000 feet”
This clearance allows the pilot to
reduce thrust to flight-idle setting.
The flight management computer is
allowed to optimize and manage:
Speed (cost index)
Rate of descent
Gate management
Accurate time predictions at
gate (connecting pax.)
19Landing Factsheet
One go-around for A340 costs approx.4000kg in
fuel and an additional 15 minutes of air-time.
An arrival procedure that
avoids noise sensitive areas
is flown, with a constant glide
towards the runway.
ATC is conscious of the
implications of a go-around
The landing runway chosen
is the closest to the
passenger terminal and
minimizes taxi time
20Taxi-in
Vacate runway via high
speed taxiway is included in
landing clearance
Advance gate information
allows the pilot to plan for
fuel savings techniques
such as partial main engine
shutdown prior to arrival on
stand
21BUT! 22
kg of fuel
0
500
1000
1500
2000
2500
3000
3500
4000
On
t he
ga
te
390
Ta
x i-
ou
Ex t ro
ten ute
de
420
du
se
o fA
PU
• Based on an A340-500 – 6 hours flight
38
En
g ine
-o
ut
No tax
n-r i
140
oll
i ng
Ta tak
ke e-o
-of
f ff
135
wr
on
gd
ire
cti
Co o n
nv
418
en
tio
na
Te lS
rm ID
273
ina
lM
ov
Total 3,758 kg
em
en
CO2 = 11,988kg
t
150
Cr
23
ui s
eA
PENALTY
lti t
La ud
e
penalties
ter
698
al
Se
pa
Sp rat
ee ion
150
dM
an
ag
em
en
t
343
Ho De
ld- sc
Sp en
e ed t
135
R es
tric
Ho ti o
ld- ns
Le
130
v el
Pe
n
The consequences on our perfect flight are…
alt
i es
With Current Operational Constraints
128
Ta
x i-
in
210
To
tal
Pe
n alt
y
3758Y
LT
NA
PE
With Current Operational Constraints
L
TA
TO
The consequences on our perfect flight are…
in
xi -
Ta n d ties
ou al
ar pen ns
o- el ti o
G v ri c
e st
-L re
ld ed
Ho pe
-S
ld t
Ho t en
en em
sc ag
PENALTY with a ‘go-around’
De an n
m io
d at
ee ar
Sp ep
lS
ra e
te ud t
La a lt it en
e em
uis ov
24
Cr lM D
ina SI n
rm al t io
Te n ec
tio dir
CO2 = 24,748kg
en g
nv n
Total 7,758 kg
ro
Co f w ff
f -o
-o ke
ke ta
Ta g
ll in
ro xi
n- ta U
No ut AP
-o of
ne
gi us
e
En
ed
nd te
te
Ex ou
tr
ou
xi -
Ta gate
e
• Based on an A340-500 – 6 hours flight
th
n
O
0
8000
7000
g 6000
o 5000
4000
u 3000
2000
1000
K
F
e
f
lThe perfect flight can be flown today!
With the available infrastructure
Best Practices in Air Traffic Services
Efficient Ground Movements
Clean Airspeed Departures
Flying at Optimum Altitude
Random Routes (wherever possible)
National Airspace Management Plans (civil / military)
Pilot Discretion Descents
Holding of Aircraft - alternate solutions
25Embrace Technology
ATC/Airline cooperation in embracing the
new technology can lead to huge saving
for LH and ULH routings.
Utilize systems such as
CPDLC for Oceanic airspace
Performance Based Navigations (PBN)
capabilities (En-route &Terminal).
Automatic Dependent Surveillance–
Broadcast (ADS-B)
Automatic Dependent Surveillance–
Contract (ADSC)
etc.
26Flight Efficiency Plan
1. Airspace design.
2. PBN
3. Route shortening, flight plan
quality improvements.
4. TMAs, CDAs.
5. Airport ops, Collaborative
Decision Making.
6. Awareness raising on ATM fuel
performance management.
27The Way Forward
Much can be done with existing capabilities
ICAO Aviation System Block Upgrades (ASBU)
Enables global interoperability
Develops clear solutions
Establishes a transition plan
Need for a Collaborative Approach
Planning for implementation
Must Involve all stakeholders
28Summary
Much can be done today
Consider the procedures on offer
What can be done
All the time
Some of the time
Any saving is a benefit
The savings are accumulative
29“PERFECT FLIGHT”
from vision to reality
30You can also read
