Transcript 07/11/2015 “Single European Sky: the time for action“, 11-2 October Limassol, Cyprus. Towards the SESAR deployment and the ATM system modernisation Presented by Marc HAMY Airbus.

07/11/2015
“Single European Sky: the time for action“, 11-2 October Limassol, Cyprus.
Towards the SESAR deployment and the ATM system
modernisation
Presented by
Marc HAMY
Airbus ProSky COO
September 2011
The objectives of the ATM system Modernisation
The existing system is no able to deliver more performance
Costs in € for en routes services for 100 km/flight (PRR 2011 figures).
140
Few improvements in the global ATM performance between 2004 and 2010
120
100
80
60
40
20
Cost of en route
delays
Cost of route
extensions
Cost for ANSP
services
0
NB : Unit costs of ANSP are slowly decreasing but cost of inefficiencies
(delays and route extensions) are still increasing the cost of ANS services
of near 50% (3€Bn added to 6.5€Bn).
© AIRBUS ProSky SAS. All rights reserved. Confidential and proprietary document.
1€Bn
a year
2€Bn
a year
6.5€Bn
a year
Similar situation for air navigation services around airports
Costs in M€ for one year.
4500
Airport ATFM
delays
4000
3500
3000
Inefficiency cost
for Arrival holding
and sequencing
inefficiency cost
taxi-out
2500
2000
1500
1000
Terminal ANS
provision cost
500
0
2008
2009
2010
2011
NB : The cost of ATM inefficiencies around airports is 2.3 €Bn when
when the cost for ANS provision is 1.5 €Bn.
© AIRBUS ProSky SAS. All rights reserved. Confidential and proprietary document.
550 €M
a year
950 €M
a year
850 €M
a year
1.5 €Bn
a year
There is a need for a structural change
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On the organization of ATM infrastructure and Air Navigation
Services Provision (Defragmentation objective of the Single
European Sky)

On technologies and operational concepts.
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This is the objective of SESAR;
But also of NEXTGEN
And of the Aviation System Blocks Upgrade (ICAO)
This is part of a global “ATM transformation process” at world level
© AIRBUS ProSky SAS. All rights reserved. Confidential and proprietary document.
The objectives of the ATM system modernization
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Enhance safety:
With better surveillance systems (Mode S, ADS-B, etc.);
With better traffic situation awareness (ATSAW, ATSA-SURF, etc.);
With advanced anti-collision systems (AMGCS, MTCD, T-CAS, ASAS, etc.);
With advanced landing systems (GBAS, SBAS, ROW, ROPS, etc);
With digital communication systems (FANS, ATN B2) enhancing reliability of data
and information exchanges.
Enhance capacity :
With enhanced navigation systems allowing reduced separations (RNP, ITP);
With new systems increasing the airport throughput (AMAN, SMAN, DMAN);
With time based or trajectory based operations allowing better sequencing;
With enhanced ATFM and A-CDM systems.
Reduce cost of air navigation services:
Most standardized and lower cost CNS systems (ADS-B replacing radars);
Greater automation giving more productivity to the ATC services.
Enhance flight efficiency:
Reduce fuel burn and CO² emissions with Performance based navigation (PBN) and
trajectory based operations (TBO);
Reduce noise around airports with generalization of RNP and CDAs.
© AIRBUS ProSky SAS. All rights reserved. Confidential and proprietary document.
Very ambitious objectives for the SESAR program

Multiply safety level of air traffic in Europe
by 10
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Multiply capacity by 2 or 3.
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Reduce unit costs of 50%.

Improve flight efficiency of 10%.
© AIRBUS ProSky SAS. All rights reserved. Confidential and proprietary document.
September 2011
Where are we?
Very ambitious objectives for the SESAR program

Definition phase achieved

Development phase well advanced
2,1 €Bn engaged, more than 2000 people working on it,
main ANSP, Airports, Airlines and manufacturing
industries contributing. Very encouraging results.

Deployment phase in preparation.
© AIRBUS ProSky SAS. All rights reserved. Confidential and proprietary document.
11/7/2015
Encouraging flight tests, confirming the potential benefits of these
new technologies
• First i4D flight in the world operated on 10th February from Toulouse to
Copenhagen and Stockholm to testing successfully data link systems and a
targeted time of arrival with a precision of a few seconds.
• AIRE green flights: up to 1 ton of fuel saving on Transatlantic flights (3-5 tons
of C0²).
• MINT: Minimum CO² in Terminal area project.
Benefits demonstrated by MINT:
• 500 Kg CO² savings per landing
• 145Kg fuel savings per landing
• Noise problems were reduced by 50%
• Lateral navigation precision of flight of the aircraft
was excellent
• More than 10 flight trials and demonstrations with revenue flights to test
data-link, time based operations, free routing, etc.
Page 10
© AIRBUS ProSky SAS. All rights reserved. Confidential and proprietary document.
September 2011
Airborne validated technologies
ICAO GANIS
September 22nd, 2011
Enhancing Safety
High
Energy
Approach
Monitoring
Runway
Overrun
Warning
(ROW)
Runway
Approaching
Overrun
Protection
Runway Advisory
(ROP) Securing
(ARA) / Monitoring
Takeoff
(TOS / TOM)
Reduces
risksStop
of over-energy
Go around
minded
minded
Runway incursion prevention
Prevent landing on wrong runway
Reduce risks of runway overrun, tailstrike,
takeoff from wrong
runway or taxiway
Arrival
Taxi
Departure
500ft
T.O RWY TOO SHORT
1000ft
50ft
HEAM
BTV
ROW
ROP
Page 12
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ARA
TOS / TOM
ICAO GANIS
September 22nd, 2011
Eco-Efficiency from Gate to Gate
Continuous
Descent
Approach (CDA)
In Trail Procedures
Automated Noise Abatement
Required
Navigation
Performance:
Departure Procedure (NADP)
Lower
fuel efficient
burn andthan
emissions
(shorter tracks)
More
radar vectoring
More efficient cruise
levels
NoiseLower
reduction:
populated
noiseAvoidance
& fuel burnofas
requires areas
Adaptation of take-off profile reduces
less thrust
noise over local community areas
Departure
En-Route
Arrival
Taxi
less noise
GPS Landing System
Achieved: CAT I with SLS or Auto Land
Optimized Flight Level
Next With
step: ITP
CAT II / III
CDA
NADP
Air-Ground Communication with FANS A or B
Continuous Climb
GLS
RNP
Engine off
Page 13
© AIRBUS ProSky SAS. All rights reserved. Confidential and proprietary document.
September 2011
Critical issues for the SESAR deployment phase
European Commission proposals
•
•
Instrument
ATM Master Plan
Guidance material
Content
Essential operational changes
Governance structure
Common projects definition
Incentives definition
• Pilot common project
Deadlines
October 2012
June 2013
Selection of implementation objectives
Business view, including demonstration of a positive CBA
Associated safety and regulatory measures
Associated incentives
not later than end 2013
• Deployment programme
• Deployment manager
•
Project view of the pilot common project
Specification for the implementation projects needed to deploy the pilot common
project
mid 2014

mid 2014
Implementations projects
Industrial consortium to execute and manage the deployment programme
and report to the political level
Contracts to implement under the coordination of the deployment manager
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end 2014
A clear definition of the institutional framework and timescale
But still some key issues pending
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Key pending issues
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Business case.
SESAR deployment is expected to deliver important cost savings (35 €Bn fuel
savings) to the airlines between 2013 and 2030.
But SESAR require also important investments and the business view of the ATM
Master plan is not sufficient to convince the airspace users to invest in
deployment. And manufacturers will not launch the production of the new
equipments if their customers are not asking for it.
Composition and responsibilities of the deployment manager.
Respective role and responsibilities of ANSP, Airport, Airspace users, and
manufacturing industry (to coordinate industrialization and implementation).
Accountability of the deployment manager on the execution of the deployment
program?
Funding and incentives mechanisms.
Given economic downturn stakeholders finances are fragile and self-financing for
SESAR equipment will not be possible
Therefore a mechanism to provide financing to investors in SESAR deployment is
necessary;
Incentives are also necessary to encourage stakeholders to make timely
investments ;
The 3 €Bn proposed by the EC is considered as a minimum as it represents
only10% of the total investment.
© AIRBUS ProSky SAS. All rights reserved. Confidential and proprietary document.
CONCLUSIONS
More than 800 million passengers are transported by air every year in Europe. It is estimated the
air transport sector provides 8.7 million jobs and contributes €700 Billion in GDP across Europe.
The European aviation sector is a major driver of economic growth for the European Union (EU)
and the air traffic is expected to double in the 20 coming years.
To support such growth in a safe and sustainable manner a seamless and modern air transport
system is required.
This is the objective of the Single European Sky (SES) initiative and SESAR is a key pillar of this
initiative with ambitious high-level goals to achieve by 2020.
SESAR is also necessary to give a leadership to Europe in the ongoing ATM modernization process
at world level and to maintain the competitiveness of its aviation industry.
The SESAR development phase has demonstrated the technology is now ready for deployment.
European Commission has defined a clear institutional framework and timescale for SESAR
deployment.
But to be successful SESAR deployment requires the commitment of all the main actors of the
ATM system in Europe : ANSP, Airports, Airspace users, and manufacturing industries.
This commitment would not be possible without a consolidated business case and without a
strong funding and incentives mechanism to support and synchronize the investments needed.
© AIRBUS ProSky SAS. All rights reserved. Confidential and proprietary document.