Transcript AVIATION AND THE ENVIRONMENT

Future Airspace Strategy:
Briefing to the DfT European ATM Stakeholder
Forum
19 October 2010
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What is FAS?
• FAS is a strategic framework that will pull together a complex and diverse set of policy
and regulatory issues that will enable judgements to be made that are properly
underpinned by cohesive and cogent policy formulation
• This will, in turn, enable air navigation service providers (such as NATS) to create an
airspace structure that is fit for the future, effective, efficient and ensures that the UK
meets any international obligations that are placed upon it
• It is not a detailed implementation plan, although such plans will be driven by the
outcome of the FAS work
The FAS concept
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UK Airspace requirements for the future and the FAS Vision
UK Airspace Requires
Modernisation to:
FAS Vision
•Deal with current hotspots of
congestion
•Enable and facilitate continuous
improvement in safety
•Implement SES proposals
•Take advantage of technological
developments to improve efficiency
•Be responsive to Government policy
and decision-making
Safe, efficient airspace, that has
the capacity to meet reasonable
demand, balances the needs of
all users and mitigates the
impact of aviation on the
environment
•Ensure access to sufficient airspace for
non CAT users
•Provide flexibility within the system to
enable future development and
advancements
The FAS Vision
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FAS analysis concluded a flexible, robust strategy is required that is
responsive to Government policy on aviation
Need to modernise the airspace
system, optimising outputs
from European developments
Forecast growth in demand for
aviation
Transport Select Committee
South east airspace capacity
Issues
Initial Impetus
Broader context
The FAS
Development
Programme
Need for a performance/efficency
based approach for assessing
and implementing changes
Need for coordination across all
parties (civil & military)
investing in / impacted by
changes
The Context For
Developing the FAS
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The FAS sets out the strategy for modernising the UK airspace
system answering the question " "How can we make the most
efficient use of airspace, to meet users requirements, within future
constraints?"
In scope for the FAS
• Maximising efficiency of the system within
safety and environmental constraints
• Integration with SES II and SESAR
• Balancing demand for airspace capacity
with supply - when and where it occurs
• Setting out the characteristics and
benefits of the future airspace system
• Roadmap for implementation of
changes.
Areas not in scope but key to
delivering overall improvements
• The efficiency of airports’ operations
(scheduling, ground movements etc.)
• Government policy on airport
development
• A detailed plan for implementation of
the proposed changes
• Alignment of industry investment plans
to implement changes
• Mechanisms to track the overall
performance of the system as changes
are implemented.
What is the FAS (not)about
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Completed comprehensive draft of the FAS, to be refined and
agreed by aviation stakeholders (Airports, Airlines, ANSPs, GA,
NGOs etc)
Jun 09 to Oct 09
Stock-take of
key
issues/concepts
Captures what FAS
seeks to address:
•Demand/Supply
•Safety
•Technology & Ops.
•Environment
•Policy & Reg.
AFT 1
Nov 09 to Nov 10
Produce draft for
consultation
Draft strategy for
airspace out to 2030:
•Characteristics of
2030 airspace
•Framework of
AFT 2
potential changes
•Priorities and risks
1 Nov 10 to 7 Feb 11
Stakeholder
Consultation
Refine strategy with
stakeholders:
•Gain industry buy-in
and commitment
•Demonstrate
commercial feasibility
and plan for
implementation
Progress Update
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FAS proposes significant changes to modernise the way the UK’s
airspace system operates over next 20 years, introducing greater
flexibility, cooperation and systemisation
Routing based on ‘user preferred (4D) trajectories’
Flexible, often dynamic, management of the airspace
structure through Joint and Integrated, Civil/Military
operations
Greater cooperation and the increased use of systems and
technology to safely manage additional complexity
Modernised
2030 Airspace
System
Simpler airspace structures, integrated across National and
Functional Airspace Block (FAB) boundaries
Characteristics of 2030 Airspace
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The overall airspace system can be separated into five areas
Navigation
Surveillance
Communications
ATM Capability
Airspace Structure
The ATM System
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2011 – 14:
•Navigation - Performance based navigation implemented in the en-route environment.
•Surveillance - Wider adoption of Mode S and ADS B.
•Communication - Data-link introduced for standard messages and clearances.
•ATM Capability - Arrival Management tools implemented in some busy terminal operations.
•Airspace Structure - Introduce a common transition altitude in controlled airspace.
2015 – 20:
•Navigation – Advanced RNP (part of SES II IR) allows aircraft to maintain the spacing during a turn.
•Surveillance – Move towards more cooperative solution ATC downloading data from the aircraft.
•Communication – Use of Data-link expanded to become primary method of communications.
•ATM Capability - Departure Management introduced. Arrival Management expands to point of
departure.
•Airspace Structure - Expand free routing / self separation areas to include lower flight levels.
2021 – 30:
•Navigation – Advanced RNP introduces vertical containment and 4D trajectory optimisation.
•Surveillance – Roll-out of Multi Static PSR to replace primary radar.
•ATM Capability – New tools to support 4D trajectory optimisation.
•Airspace Structure - Introduce dynamic (near real time) management of airspace structures.
Example Road Map
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Implementation of the changes set out in the FAS aim to deliver
benefits in safety, capacity, the environment and cost effectiveness
Safety
- Performance based
navigation allows routes to
be flown more accurately
and consistently
- Building flexibility and
resilience into the system,
reduces the occurrence of
pinch points and high risk
situations
- New communications,
navigation and surveillance
technology improves
situational awareness of
users and controllers
- Simplification of the
airspace structure and
classification reduces
potential for errors,
infringements and level
busts
Capacity
- Increased navigational
accuracy enables closer
spaced routes
- Introduction of free routing,
systemisation and ATM
support tools enables higher
volumes of traffic to be
managed
- Flexible / dynamic structures
accommodate demand when
and where it occurs
- Reduced reliance on stack
holding increases design
freedom in the busy terminal
airspace
- Integration of airspace
through FABs mean interfaces
are simpler and more efficient
- Access to sufficient airspace
for non CAT users
Environmental
- Enabling more direct
routes and optimal
vertical profiles reduces
GHG emissions
- Continuous climb and
descent procedures
reduce the total no. of
people impacted by
aircraft noise
- FAB integration expands
environmental benefits
across state borders
- Reduced reliance on
stack holding reduces
GHG emissions from
delays in the air
Cost
- Enabling more direct routes and
optimal vertical profiles reduces fuel
burn and costs
- Building flexibility and resilience into
the system reduces delays that
impose costs on users and suppliers
of airspace
- Move to space-based navigation
aids removes cost of maintaining
and replacing ground infrastructure
- Common, simpler approaches to
mgmt. and regulation through FAB
integration reduces costs to users
and regulators
- Alignment of strategies across
different industry partners and
across ANSPs allows for a seamless
and more cost effective change
process as different techniques are
introduced
Benefits
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The scenarios aim to model future demand for airspace capacity
under challenging circumstances against which the need for
potential changes, and the effect they may have, can be tested
Key Caveats
•The scenarios modelled in FAS are not constructed to represent the most likely future demand
for airspace capacity.
•They are indicative only, and aim to satisfy two general tests, covering a range of (i) plausible but
(ii) challenging, futures against the demands of which it might be reasonable for the aviation
industry to prepare.
•The scenario results highlight broadly where and when demand for airspace capacity may
significantly exceed supply under the challenging assumptions made.
•The results will be used to guide, prompt and test the proposals developed in the FAS.
•The modelling is not designed to provide detailed answers on any one particular scenario.
•The modelling is not detailed implementation planning which will need to be conducted by
ANSPs in due course.
Airspace Demand Scenarios
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Overview of FAS Airspace Scenario Modelling
Scenario FAS0: Baseline case 2009 assumptions
Air Transport White Paper growth assumptions envisaged demand for airspace
is driven primarily by expansion at Heathrow and Stansted.
Scenario FAS1: Growth Disseminates to South East
No additional runways in the South East, smaller airports in the South East
expanded to serve additional demand.
Scenario FAS2: Growth Disseminates to the Regions
Smaller airports in the Regions expanded to serve additional demand.
Little divergence in results from each scenario. In all scenarios,
we need to maximise airspace efficiency.
Airspace Demand Scenarios
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The expert FAS Challenge Team reviewed the draft strategy from an
independent, external perspective
Structure /
Accessibility
The team considered the draft to be well structured, accessible and
the proposed future airspace system to be well articulated
Role of the
Environment
The team believed the environment, in particular climate change,
should be positioned more strongly as a driver for the FAS
Role of Airports
The team felt the FAS could be used as a catalyst to address airport
efficiency and improving the gate-to-gate journey
Business Case /
Feasibility
The team stressed the importance of demonstrating a viable
business case and commercial feasibility during engagement with
industry
Political Handling
The team stressed the draft must be politically aware, for example
by aligning with current government. policy and focusing on
benefits to passengers
FAS Challenge Team Review
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The draft strategy will be under go formal industry consultation
between Nov 2010 and Feb 2011
To Nov 2010
Incorporate feedback on
current draft. Brief FAS to
consultative groups
Nov 2010 to Feb 2011
Formal FAS Consultation
launched 1 Nov 2010
Consultation closes 7 Feb
2011 (14 Weeks)
2011 onwards
Drive implementation through
industry collaboration in the
UK National Performance
Plan?
The Way Forward
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Conclusions – Much work still to be done
• FAS designed to meet UK goals and objectives but very much in the context of
SESII and SESAR:
• Much work still to be done
• Very keen to ensure that FAS takes account of developments in adjacent
airspace
• Need to modernise the ATC system to meet anticipated future demands while
addressing capacity, efficiency, environment and balancing the needs of users.
• Work includes four key elements:
• Involvement/support of industry
• National Performance Plans
• Flexible Use of Airspace
• FABs and other international engagement
Conclusions
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28 October – Pre-consultation brief to NATMAC
1 November – Stakeholder Forum – Consultation Launch at RAeS
2 November – Briefing to Military stakeholders at Headquarters Air Command
Consultation closes 7 February 2011
Consultation Documents: www.caa.co.uk/FAS
Consultation Replies or Requests to: [email protected]
or to: Tony Rapson, Directorate of Airspace Policy, CAA House, 45-59
Kingsway London, WC2B 6TE. Tel: 020 7453 6522
Key Dates & Contact Details
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