Transcript Luftfartsinspeksjonen farger

Air Traffic Management
ATM
&
Fuel Management consideration
R. Ali Ziaee
Abbass Niknejad
Ali A. Akbarian
Tehran, 18 NOV 2009
Deputy of ATS Department
Chief of AIS
Air Traffic Controller
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Air Traffic Management
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Air Traffic Management
OVERVIEW

This presentation looks at how good strategic Air Traffic Planning
and Management practices – and tactical Air Traffic Control
practices – can influence and complement operator fuel
management practices.

There is no intent to change rules or existing ATC procedures –
and the primary focus must remain on safety; however where
safety is not impacted, every effort should be made to facilitate
the actions being taken by operators.
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Air Traffic Management

There are around 30 million scheduled air transport operations
around the globe annually.

The average flight time is about 1 hour and 37 minutes. The
average operating cost per minute for an air transport operator is
USD$100.

Reducing flight time by just 1% - that is, by just 1 minute –
could reduce airline operating costs by USD$3,000,000,000.00!
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Air Traffic Management
FUEL IS BURNED TO CARRY FUEL
On average, a modern jet aircraft burns about 3-4% of the weight of
additional fuel carried per hour of flight. So, on a 7-hour transAtlantic crossing, if an aircraft boards an extra 5000kg of fuel, it will
burn around 1300kg of that fuel – just to carry it! On a 14-hour
trans-Pacific flight, it will burn more than half of that fuel – just to
carry it.
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Air Traffic Management
AT THE GATE


An aircraft at the gate could be powered by one of three sources
a ground power unit;
an aircraft auxiliary power unit (APU); or
the aircraft’s main engine;
Using an Airbus A320 as an example, the relative ground run
costs are:
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Air Traffic Management
In November 2004, average jet-fuel cost was USD$1.70 per
gallon. This may not seem like a large sum – however one
airline has estimated that its fleet could save $250,000 per year
just by delaying APU start by one minute.
It’s important, then, for air traffic control to notify aircraft
operators as soon as possible if there is likely to be a delay in
start or pushback, so that the cheapest power source can be
maintained for as long as possible.
If delays are anticipated, the sooner the pilot knows the more
economical it can be!
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Air Traffic Management
TAXIING AND DEPARTURE
The price of taxiing, in fuel alone, can vary from $25.00 per minute
for an Airbus A320, to $50.00 per minute for a B747. Every delay,
every extended routing, every stop-and-start, costs somebody
money.
One airline has estimated that one-minute less time spent taxiing
on every flight in 2004 would have saved them $1,654,000. Even
10 seconds would have been a $275,666 saving, for one airline.
Many operators are introducing new procedures to economize
while taxiing. Fuel has become more expensive than brake-wear.
Unnecessary engines will be shut down whilst taxiing.
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Air Traffic Management
If a taxi delay is anticipated for some reason, advising the pilot of
the situation might encourage a gate hold or taxi with one or in
some cases 2 engines out taxi. The problem is that often pilots are
not able to see a departure line up and only see it as they approach
the runway.
As a matter of good technique, the practice should be to try to keep
aircraft on taxiways moving at all times, and if there is a choice
between an aircraft and a vehicle – try to let the vehicles wait.
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Air Traffic Management
CLIMB
Airlines say that when departing on a heading away from the destination airport their climb
Speed will be decided by the following:
• If departure control needs DISTANCE before a turn, the aircraft will complete the noise
abatement procedure and accelerate to optimum clean speed to 3000 ft AGL;
• If altitude is required prior to turning they will maintain minimum clean speed (or max
pitch) to that altitude. The aircraft will trade speed for altitude. In other words, it will keep
the take off flap configuration so as to reach the altitude with minimum distance where a
turn to the on course can be initiated as soon as possible. Then at low speed, the rate of
turn is very high and the distance away from the intended direction is minimized.
• When cleared to turn on a normal climb-out they will use the maximum permissible bank
and minimum clean speed until within about 90° of the on-course; then commence
acceleration to normal climb speed.
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Air Traffic Management
Where it is practical to do so – and consistent with safety –
controllers should consider cancelling Standard Instrument
Departures [SIDs] as soon as possible. They should also initiate
on-course climbs at pilot discretion.
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Air Traffic Management
CRUISE
An A340 flying 4,000 feet below its optimum cruise altitude will use 400 kg of
extra fuel per hour. At today’s prices, that works out to USD$176.00 or almost
one short-sector return airfare.
Every aircraft has an optimum altitude at which it can operate. Optimum
altitude, is the altitude at which aircraft can fly the most ground miles per 1000kg
of fuel.
This altitude is determined individually using as many of a long list of variables as
are available to the pilot. The primary factors considered are aircraft weight
(which changes as the aircraft burns fuel), winds at the various altitudes,
temperature, and length of the flight stage. Many airlines and charter
companies employ the services of central computerized agencies to provide the
most up- tTo date information possible.
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Air Traffic Management

When the flight segment is too short to permit the optimum
altitude, the most fuel-efficient profile is a climb until intercept of
the descent profile.

It is an unfortunate - although often unavoidable - fact that the
efforts made to maximize fuel efficiency in cruise can very
quickly be negated by the inability of ATC to approve a request.

It is important that ATC maintain a constant awareness of the
impact of assigned altitudes on fuel efficiency.
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Air Traffic Management
Speed & Vectoring
When an operator requests a certain preferred Mach Number, it is
likely that it has been carefully calculated to achieve a specific
economic outcome.
The cost penalty of flying at 0.01 Mach high or low could be 5½
cents per mile (at 4.5 million miles per month for one operator this
would equal $3,000,000 per year!). With Cost Index optimizing the
speed, in most cases changes in the aircraft speed can be mitigated
though the en-route phase of flight; however, it becomes a more
significant problem as the flight approaches destination.
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Air Traffic Management
Controllers should also be aware of the meteorological conditions
prevailing in their sector of responsibility – and the likely effect in
terms of aircraft requested speeds or levels. In order to achieve the
desired business outcome, an operator may reduce speed with a
tail wind, or increase speed into a headwind.
When a speed increase/reduction is required for control purposes
try to co-ordinate with adjacent sector/units so as to maintain
uniformity throughout the flight segment.
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Air Traffic Management
Modern aircraft Flight Management Systems [FMS] are able to
calculate the effects of a proposed change quite quickly. If there is
time, controllers should consider asking a pilot for options.
For example, many aircraft have a “Required Time of Arrival” [RTA]
function, and over an appropriate route segment can program the
FMS so that an aircraft reaches a point with a high degree of
accuracy. ATC will achieve their desired outcome – and the pilot
and FMS will have determined the most economic way of achieving
that outcome.
Where a speed restriction or requirement is imposed, it should be
cancelled as soon as it is no longer required.
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Air Traffic Management
It is an inevitable part of ATC that in radar areas, aircraft will be
vectored. Where there is a choice, however, and provided the route
segment is sufficiently long, an aircraft will generally prefer speed
control over vectoring. Better still – use the RTA function described
earlier Whilst a vector of just 8 miles may seem insignificant, in
cruise it amounts to a minute, and if repeated just once per day, it
can cost over USD$36,500 per aircraft per year.
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Air Traffic Management
If there is a message that comes in clear from all airlines, it is that
— VECTORING FOR SPACING USES TOO MUCH FUEL!
They all prefer to be slowed down for separation rather than sent
On wide and fast routes. Speed control is far more efficient than
vectors from a fuel economy point of view. In fact, although there is
a small penalty for increasing speed (which ATC seldom require)
there is a considerable saving in decreasing speed in most cases.
It is also important to let pilots know what you intend to do –
BEFORE you do it. This is particularly important in a terminal area.
If you have an idea of the track miles to run – advise the pilot. This
will allow them to adjust their profile. If you know the position in a
sequence – let the pilot know. They may be able to monitor the
traffic and adjust their profile.
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Air Traffic Management
DIRECT ROUTING
The use of more direct routes, whenever possible, may mean only 10
miles per flight. However, when that 10 miles is multiplied by, say, 10
flights per day, and the number of flights per day times 365, the saving is
USD$4,000,000 per aircraft per year!
However – direct routing may not always be in an operator’s best
interest! In some cases, assigning a direct route to an aircraft can actually
take that aircraft into adverse weather conditions that will negate any
track mile savings. It may also invalidate already programmed arrival
procedures. It is a matter of good technique – in particular where the
direct routing is over a relatively long distance – to offer the direct routing
to the pilot rather than simply clearing the aircraft. There may be
occasions where a pilot is reluctant to question a controller clearance.
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Air Traffic Management
DESCENT
A properly planned and executed descent provides the greatest
opportunity to save fuel. The ideal profile is an unrestricted descent
from cruise altitude, at a planned distance, without the use of
thrust or drag devices until on final approach.
On many aircraft start down points are pre-calculated by on-board
computers with the following factors taken into consideration:
• Wind corrections
• Airport altitude
• Air miles to go (including anticipated vectors)
• Runway in use
• Landing weight
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Air Traffic Management
Late descent increases fuel consumption as more time is spent with cruise power
and the Extra height energy must be dissipated with drag. When possible ATC
should give descent clearance when requested by the pilot, or better yet, give
such clearance early and advise the pilot to commence descent at his discretion.
Controllers should be aware that pilots may use "IDLE THRUST" technique if
required to level off for a portion of descent. This will result in a reduction of
ground speed until such time as the aircraft begins further descent. This may
negate the control effect they were trying to achieve.
Significant increases of fuel burn are experienced when descent is commenced
too early or too late. (The penalties are even greater if descent is initiated too
late). If descent is started just ten miles early, it can incur a penalty of over 200kg
of fuel to a B747.
ATC should coordinate descent early - not when the aircraft asks for descent.
Better still, Controllers should ask pilots when they want to start down.
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Air Traffic Management
HOLDING
Holding, although expensive, is sometimes inevitable. In order to
reduce the fuel cost as much as possible, consider the following:
• When advised that a hold is expected, most aircraft will wish to slow
down in order to absorb as much time en-route as possible. Some
pilots refer to this procedure as a "linear hold".
• Most aircraft will want to stay at altitude as long as possible. Holding
low is very fuel inefficient.
• If holding is anticipated, let the pilot know early.
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Air Traffic Management
APPROACH AND LANDING
achieve these airlines will:
• request runways which reduce flying time;
• adjust speed whenever possible rather than flying extra miles;
• keep the aircraft clean as long as possible in order to reduce
unnecessary drag;
• fly visual approaches whenever able;
• carry out reduced flap landings whenever possible
Be aware that “idle reverse thrust” is less fuel expensive than “full
reverse thrust”. Idle Reverse use is being recommended where
operationally feasible. However, because of the extra rollout,
aircraft may not be able to clear the runway at their "usual" cut off.
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Air Traffic Management
That said, many modern aircraft using auto braking will stop at the
same point regardless of the level of reverse thrust used. Auto
braking gives a selected rate of deceleration, which under normal
conditions will slow the aircraft at the selected rate. Unless there are
slippery conditions where the anti-skid system would release the
brakes to prevent wheel locks, the stopping point should be the
same.
Most operators recommend the use of idle reverse to neutralize the
engine forward thrust on landing.
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Air Traffic Management
WHAT CAN AIR TRAFFIC CONTROLLERS DO?
Whenever safely possible, ATC should:
• “Keep'm Rolling” on the ground — let the vehicle wait;
• Accommodate aircraft taxiing with some engines shut down;
• Approve alternate runways;
• Approve take-off in the direction of flight;
• Provide clearances in time to accommodate rolling Take-Offs;
• Cancel the SID’s as soon as practicable;
• Co-ordinate direct routes;
• Try to approve optimum altitudes;
• Co-ordinate and issue descent clearance early;
• If a hold is anticipated let them know early;
• Use speed control (slow them down) rather than Vectors;
• If two aircraft are tied, try to give preference to “the gas guzzler guzzler”.
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Air Traffic Management
Working together we have been able to
develop and implement a number of safety
and efficiency enhancements addressing
Aircraft,
Training
programs
and
Accident/Incident prevention programs.
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Air Traffic Management
ATM and the Fuel Management Consideration
Let’s to show a real example: Tehran – Mashhad – Tehran

Average number of daily flight: 55

Average flight time: 74 minutes (taxi to parking position)

Aircraft fleet: A300-B4, A310, B727-200, F100, TU154, MD82, Other

Fuel price for Airlines: 10 million Rial per 1000 kg

Fuel price for Government: 60 million Rial per 1000 kg
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Air Traffic Management
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Air Traffic Management
Fuel Management Consideration (cont.)
Average number of flight per day: 55

Total flight time per day: (55*74=) 4070 h
Average number of flight per month: (55*30=) 1655

Total flight time per month: (55*74*30=) 122,100 h
Average number of flight per year: (55*30*12=) 19800

Average flight time per year: (55*74*30*12= ) 1,465,200 h
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Air Traffic Management
Fuel Management Consideration (cont.)
Average number of flight per day: 55
Average amount of fuel burn per day: 287,057 kg

Fuel cost (Airlines) per day: (287,057*1000=) 287,057,000 Rial

Fuel cost (Gov.) per day: (287,057*6000=) 1,722, 342,000 Rial
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Air Traffic Management
Fuel Management Consideration (cont.)
Average amount of fuel burn per year: (287,057*30*12=) 103,340,520 kg

Fuel cost (Airlines) per year: (103,340,520*1000=) 103,340,520,000 Rial

Fuel cost (Gov.) per year: (103,340,520*6000=) 620,043,120,000 Rial
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Air Traffic Management
Fuel Management Consideration (cont.)
What will happen if we reduce only 1 minute per flight by ATM Management?
1 min per flight = 55.14 min per day = 55.14*30*12 (=19,850) min per year
Fuel Save per year: 1,383,130 kg
Fuel Cost Saving per year (Airlines): 1,390,000,000
Fuel Cost Saving per year (Gov.):
Rial
8,340,000,000 Rial
And will reduce 5000 tonnes of CO2
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Thousands
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Air Traffic Management
Saving: - 17,7 NM
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Air Traffic Management
 Flight
Economy Indicators calculation
Proposal:
NP/15
State(s):
Iran / Iraq / Syria
Implementation
:
No implementation date yet
Potential
flights:
SAAM shortest ATS route
assignment
(13 FEB 2009)
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Potential
savings:
Daily distance saving
- 1633,58 NM
(compare to VST
without
Daily time saving
- 212,68 min
new ATS route/s)
Daily fuel saving
- 10959,85 kg
Daily CO2 emission reduction
- 34512,20 kg
(- 204,2 NM / ACFT)
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Air Traffic Management
Thank you
for your
attention
Any
Questions???
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