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Atlantic Interoperability Initiative to Reduce Emissions Delivering green results - A summary of European AIRE project results in 2009 / 1 / Aire results 2009 AIRE partners in Europe WWW. ICELANDAIR.COM PANTONE 2747 PANTONE 130 K75 Aire results 2009 / 2 / AIRE project results - 2009 Content A greener tomorrow starting today p.04 AIRE: reducing aviation’s environmental footprint p.04 2009 trial flights: an introduction p.05 Executive Summary of results in 2009 p.06 AIRE projects: surface p.07 AIRE projects: terminal p.09 AIRE projects: oceanic p.13 Conclusions and the way forward p.16 Aire results 2009 / 4 / / 5 / Aire results 2009 A greener tomorrow 2009 trial flights: starting today an introduction When the European Commission and the Federal Aviation In 2009, about 1152 demonstration trials took place in five Terminal Administration (FAA) launched the Atlantic Interoperability locations involving 18 partners: Air France, DSNA, Aéroports Airports are one of the bottlenecks of the current air traffic Initiative to Reduce Emissions (AIRE) in 2007, few would de Paris, ADACEL, AVTECH, Egis Avia, Nav Portugal, TAP management system. Air traffic flows are managed on a have expected that results could be delivered so quickly. Portugal, Isavia, Icelandair, TERN Systems, AENA, INECO, first-come, first-served basis leading to unnecessary fuel In 2009, AIRE executed more than 1,000 commercial flight Iberia, LFV, Novair, Airbus and Thales. The trials included burn, as air traffic control (ATC) often requires aircraft to trials in five different locations. The trials aimed at improving surface as well as terminal and oceanic green procedures. level off and hold at intermediate altitudes during descent. the environmental performance of flights capitalising on current technologies, but with improved operational Ground movement ‘Green’ approach (such as Continuous Descent Approaches procedures. The results presented in this summary are very On average, aircraft are responsible for only about half of - CDA) or green climb trials at Madrid, Paris and Stockholm encouraging. the emissions produced at and around airports. The airport airports were conducted. The first ‘Required Navigation related emission sources are generally categorised under Performance’ (RNP) – based CDA approach ever to be The aviation industry assumes its responsibility towards a aircraft emissions (aircraft engines and auxiliary power performed in Europe was conducted at Stockholm’s Arlanda more environmentally friendly way of flying. The quickest units), aircraft handling emissions (mainly ground support airport. way to cut aircraft emissions is better flight management, equipment, airside traffic, aircraft de-icing and refuelling), an Oxford University study has just recently determined.1 infrastructure or stationary sources (surface de-icing, Oceanic power/heat generation plant, construction activities, etc.), In the current system, ever increasing traffic flows between AIRE clearly shows that through partnership between and all vehicle traffic sources associated with the airport on Europe and North America are leading to inefficient fuel aviation players on both sides of the Atlantic concrete access roads. consumption, fewer accepted airline requests and schedule benefits can be achieved already today. The SJU is committed disruptions. to continuing this work. In 2009, green ground movement trials performed at Paris CDG demonstrated the effectiveness of a new collaborative Trials for “green” oceanic procedures and techniques Patrick Ky, SeSAr executive Director decision support system which minimises taxi time and (speed, horizontal and lateral flight profile optimisation) on allows for reduced engine taxi operation. selected routes between Europe and North/Central America and the Caribbean’s were carried out. AIRE: reducing aviation’s In Paris In Paris, In Iceland & Santa Maria In Paris, In Paris Stockholm, Stockholm, environmental footprint Madrid Madrid AIRE is a programme designed to improve energy efficiency en route Oceanic en route Federal Aviation and aircraft noise in cooperation with the FAA. The SJU Administration is responsible for its management from a European Departure Arrival perspective. Surface Surface Under this initiative ATM stakeholders work collaboratively to perform integrated flight trials validating solutions for en route Oceanic en route the reduction of CO2 emissions for surface, terminal and Arrival Departure TFM oceanic operations to substantially accelerate the pace of Airport (ramp) Take off Airlines Landing Airport (ramp) change. The strategy is to validate continuous improvements, to be implemented by each partner in order to contribute to reaching the common objective. In 2009, the SJU supported around 1152 trials in real conditions. The trials have shown positive results and will be further detailed in the following AIRE chapters. Illustration of AIRE domains during 2009 1“Future of Mobility Roadmap, Chapter 3, Air”, University of Oxford, Smith School of Enterprise and the Environment, 2010. Aire results 2009 / 6 / / 7 / Aire results 2009 Executive Summary AIRE projects: surface of results in 2009 During 2009, AIRE has demonstrated concrete results AIRE Ground Movements project Description of the Trials based on facts collected from the field. The insights and The AIRE ground movements project was conducted by More than 350 commercial flights participated in the different implications that were developed are encouraging for all a consortium involving Aéroports de Paris (coordinator), evaluations, involving over 50 staff members from DSNA, Air projects. Some of the solutions that were validated will the French DSNA (Direction des Services de la Navigation France and Aéroports de Paris. They were performed at Roissy bring significant results in the short term. Aérienne) and Air France. Charles de Gaulle (CDG) airport from March to October 2009. Three types of innovative ground movement measures were Linked to better take-off time predictability, 16 flights Domain Location Trials performed CO2 benefit/flight evaluated: evaluated the “Departure taxiing with one or two engines • "Departure taxiing with one or two engines off" with off” for both B747 and A320 aircraft types departing from the objectives of measuring the fuel savings. This also CDG. Assumptions were that the average taxiing duration is Surface Paris, France 353 190-1200 kg included assessing the impact on pilot procedures as well about 16 minutes at Paris CDG and that for safety reasons Terminal Paris, France 82 100-1250 kg as the impact on the surrounding traffic in terms of taxi all engines have to be started at least three minutes before disturbance and on the surrounding vehicles and staff in takeoff. Stockholm, Sweden 11 450-950 kg terms of jet blast, Madrid, Spain 620 250-800 kg • "Minimising arrival taxi time" with the objective of reducing The evaluation framework for “Minimising arrival taxi time” arrival taxi time, when possible. This was possible by was restricted to aircraft parking on a specific area (Parking Oceanic Santa Maria, Portugal 48 90-650 kg assigning the most appropriate arrival runway thanks to H) and under low to medium traffic conditions. 28 flights Reykjavik, Iceland 48 250-1050 kg anticipated parking information provided to the arrival were involved in the evaluation. coordinator, and Total 1152 • "Minimising departure taxi time" with the objective of The evaluation of the initiative for “Minimising departure Summary of environmental benefits per flight (depending on aircraft type and baseline) optimising the sequence of departures to reduce the taxi time” was linked to the introduction of the GLD system waiting time at the departure threshold. (implementing pre-departure sequence concept at CDG airport). This was performed over four days and involving all AIRE Ground Movements project: 353 flight departing flights from CDG at a given time in the afternoon. Stockholm, Sweden trials involving 50 staff from three partners. 309 flights participated in the evaluation, with the objective of reducing waiting time at the runway threshold and reykjavik, iceland Terminal: Optimised arrival by combining Required Navigation Performance (RNP) Oceanic: Optimising flight profiles using and Continuous Descent Approaches cruise climb, direct routing, and variable speed. Partners involved: AVTECH, LFV Group, Novair, Egis Avia, Thales, Airbus Partners involved: ISAVIA, Icelandair, TERN Systems Paris, France Madrid, Spain Ground movement: “Departure taxiing with one or two engines off”, “Minimising Terminal: Continuous Descent arrival taxi time", "Minimising departure Approaches taxi time" Partners involved: Aena, Iberia, INECO Partners involved: Aéroports de Paris, French DSNA, Air France Santa Maria, Portugal Paris, France Oceanic: Aircraft trajectory optimisation encompassing the vertical (cruise climb), Terminal: “Continuous Climb Departure lateral (optimised route), longitudinal from CDG and ORY to North West”, (time, cost index – Mach number) “Tailored Arrivals to CDG and ORY from dimension. North West”, “Continuous Descent Approach to ORY from South West” Partners involved: Adacel, Air France, NAV Portugal, TAP Portugal Partners involved: French DSNA, Air France © Air France Locations of European AIRE projects directly co-financed by the SJU in 2009 Aire results 2009 / 8 / / 9 / Aire results 2009 © Novair AIRE projects: terminal transferring it into holding time at the parking stand with equivalent to 160kg CO2 savings. The yearly potential of Project
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