Environmentally Friendly Airport Systems (EFAS)

1. Environmentally Friendly Airport Systems (EFAS) Presentation at ASAS–TN2 4th Workshop Amsterdam Thierry Narnio (Thales Air Systems) Dr Zeshan Kurd (NATS) 25 April 2007

2. Contents • The Environmental Issue • EFAS Overview and Background • EFAS Methodology and Outputs • CDA with ASAS HAZID

3. The Environmental Issue (1) • Aviation, environment and socio-economic development • Demand is strong and growing. • Economic and social benefits are significant. • Growth outstripping rate of technological and operational improvement. • Key environment impacts are growing annually. • Sensitivity to environmental impacts is growing. • Environment is fast becoming an airport capacity constraint. • Issues of concern • Aircraft noise Current • Local air quality Current • Climate change (fuel – CO2) Medium • Land availability/use Current

4. The Environmental Issue (2) • Environmental Capacity • 2/3 airports currently subject to environmental constraints, 80% in 5 years. • Some airports are refused planning approval for growth or moved to new sites, e.g. Munich (noise), Dusseldorf (noise), LHR (?) (air quality) • Many UK airports have noise capacity limits: MAN, LGW, BMX, LHR. • Constraints at individual airports are already: • Affecting the capacity of the European air transport network. • Preventing airports from responding to demand. • Maximising Environmental Capacity • Integration of environment into business planning. • Assess economic value of capacity development. • Airports and service partners working together. • Trade-offs – service quality, costs, environment. • Optimisation modelling, operational information, decision support tools.

5. EFAS Background • EFAS is a 2-years study project funded by the UK Department of Trade and Industry (DTI). • Broad range of skills and resources: • Service provider • Aircraft systems • Aircraft, airport surveillance and ATM systems • Modelling • Research • 8 Partners • Range of sizes (including SME) • Industry and academia • Stakeholders • Manchester Airport Group • Virgin Atlantic Airlines

6. EFAS Overview (1) • The goals of the EFAS study are summed up below: • To identify candidate ATM technologies and system solutions that will reduce the environmental impact of the expected growth in air traffic • To research and evaluate the effectiveness of the candidate solutions using simulation tools (the Airport Synthetic Environment) • To select suitable candidate solutions for development in the later projects within the longer term “UK ATM Technology Validation Programme” EFAS focuses on solutions that can be realised through ATM improvements

7. EFAS Overview (2)

8. Outputs from the EFAS Project • EFAS will provide the following outputs: • A list of candidate ATM technical solutions for reducing environmental impact whilst achieving efficient and safe operation • A preliminary assessment (Safety, Cost Benefit Analysis, Environmental KPIs) leading to the selection of the most favourable technical solutions • Outline proposals for future projects to validate the technical solutions using prototypes / demonstrations • Indirect outputs: • Validated airspace synthetic environment that can be used in future projects to understand the environmental impact of air traffic growth • Wider understanding of environmental issues, increased academia/industrial collaboration, will provide a broad view of ATM technologies, will stimulation of innovation through a broadly based project partnership, potential benefits to airports and airport users etc

9. Boundaries of the EFAS Project • The boundaries for the technical solutions covered by EFAS have been defined as follows: • Consider noise and key emissions (principally Nox, CO2, PM10), • Timescale: until 2030, • Approach/departure airspace, airport (runway, taxiway), • Focus on larger airports where the Environmental challenge is more acute (e.g. Manchester Airport), • Nominally, only environmental impact from aviation will be considered, • No limit in terms of solutions proposed (perhaps a step change in technology will be needed), • Civil aircraft but not military. IFR but not VFR

10. Solutions Overview • Constant Climb Departure • Path Stretch vs. Speed adjustment • Optimisation using Aircraft types • CDM (including DMAN) • Advanced CDA • Low Power / Low Drag • More Accurate Track Keeping • More Accurate Vertical Position and Track-keeping • Reduced Route Spacing • CDA with ASAS and AMAN

11. Preliminary Hazard Identification for CDA with ASAS

13. Continuous Descent Approaches (CDA) • Three solution variants • CDA + ASAS + AMAN • Goal: Minimise fuel consumption, emissions and acoustic energy • New ground and airborne tools • Monitoring or advisory tool for ASAS spacing manoeuvres • Operational issues for ATCO and flight crew

14. Preliminary Hazard Identification (PHI) • Determine system-level hazards • Conducted as group review • Influence design and guide solution • Proposed changes • New tools, equipment, procedures • Effects of failure • Controller (ATC) • Pilot

16. PHI Assumptions • Initial conditions • Safety constraints • Future scenarios • Environmental impact • Flight path and characteristics • PHA will determine risk – severity • SP401 ATM Risk Assessment and Mitigation (NATS Document)

17. HAZID Table Fields

18. CDA HAZID Table Extract

19. PHI Results • Several HAZID tables • Loss of separation and monitoring • Undetected data corruption (high severity) • Increased ATCO workload • Undetected loss – jamming • Processing should detect failure • Incremental concertina errors • AMAN ‘Incorrect’ time • ASAS provides cross checking for time for sequenced aircraft • Incorrect sequencing (target-follower) • Loss • AMAN failure (no time) can be mitigated by the ASAS for simple geometries • Reduced predictability of aircraft manoeuvres

20. Thank You