RETACDA Workshop Presentation

RETA-CDA “Reduction of Emissions in Terminal Areas (TMA) using Continuous Descent Approaches (CDA)” Invitation to Tender No. SJU/0002-CFP

RETA-CDA Workshop

Mariano Vega, Aena  Federico Caballero, Iberia  Luis Chocano, INECO, Project Coordinator  Madrid, 18th Feb 2010

Agenda 

8h50 Welcome and introduction 



9h00 AIRE Activities in Europe 9h30 RETA-CDA Project presentation 9h45 Madrid TMA and Airport context 10h00 10h00 ATCOs ATCOs Perspect Perspective ive 10h15 On board Operational Procedures. Pilot’s Perspective



10h30 Coffee Break 

   



11h00 Data Analysis and Environmental Assessment 11h30 Way forward for the CDA approaches implementations in Spain 11h45 Conclusions 12h00 Round Table. Q&A session 12h40 Wrap up & End of Forum



13h00 Lunch 

   

Madrid, 18th Feb 2010

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Workshop Objectives 

To present the RETA-CDA project and AIRE related activities



To show project objectives, context and activities performed



To present present RETA-CDA flight demonstrations’ results to the ATM community 



CO2 emissions reduction

To exchange feedback with other users / stakeholders

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RETA-CDA “Reduction of Emissions in Terminal Areas (TMA) using Continuous Descent Approaches (CDA)” Invitation to Tender No. SJU/0002-CFP

AIRE Activities in Europe

Alain Siebert, SJU  Madrid, 18th Feb 2010

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RETA-CDA “Reduction of Emissions in Terminal Areas (TMA) using Continuous Descent Approaches (CDA)” Invitation to Tender No. SJU/0002-CFP

RETA-CDA Project Presentation

Luis Chocano, INECO  Madrid, 18th Feb 2010

RETA-CDA 

Born under the Atlantic Interoperability Initiative to

Reduce

Emissions

(AIRE)

programme

between the European Commission and the FAA (United (United States, States, under under the manage managemen mentt of of the SESAR Joint Undertaking (SJU)

Madrid, 18th Feb 2010

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RETA-CDA 

Objective: To perform Integrated Flight Trials and Demonstrations in Terminal Area (TMA) using Continuous Descent Approaches ( CDA)

Madrid, 18th Feb 2010

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RETA-CDA



Madrid, 18th Feb 2010

The aim is the reduction of CO2 emission and optimization of the fuel consumption

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4

RETA-CDA Consortium members 





INECO as Project Coordinator and environmental analyses responsible Aena as Air Navigation Service Provider and Airport Manager  Iberia as airline performing the CDA procedures

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Two-phase project 

Phase 1 Detailed procedure definition  Selection of airport and aircraft fleet  Identification of the data collection and their analysis 



Phase 2 

Performance of flight environmental analyses

Madrid, 18th Feb 2010

trials,

RETA-CDA Workshop

data

gathering

and

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RETA-CDA 

Flight demonstrations performed: During June, July, August until September 2009  In Madrid-Barajas Terminal Area (TMA)  North configuration & night schedule (00h00 to 07h00)  With A320 and A340 Iberia commercial flights  Additionally data studied from flights performed during March and May 

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RETA-CDA   

More than 1000 flights studied More than 800 specific valid CDA 505 specific CDA flight trial during the trial period Additional Data

RETA-CDA Trial Period

March March - May

June - Septe September mber

Total of flights

431

620

South Configuration. NOT VALID

44

115

North Configuration. VALID

387

505 505

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RETA-CDA 

 

Preliminary filtering of data based on specific project criteria to differentiate CDA from No-CDA Statistical study Calculations made for the A320 family, A340-300 and A340600

Madrid, 18th Feb 2010

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RETA-CDA “Reduction of Emissions in Terminal Areas (TMA) using Continuous Descent Approaches (CDA)” Invitation to Tender No. SJU/0002-CFP

Madrid TMA and Airport context

Mariano Vega, Aena 

Madrid, 18th Feb 2010

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Operational Environment Description   

Madrid-Barajas airport scenario Located inside Madrid TMA, managed from Madrid APP North configuration & night schedule (00h00 to 07h00 local time) 

Landings in runway 33 Right (ILS CATII/III)

Runway 33R

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Operational Environment Description 

ATM Organization around the Madrid Barajas airport 





TMA: Covering the airspace from 300m over the ground until

FL245. It is a category A airspace apart from the VFR corridors (category C) CTR : Covering the airspace from the ground until 300m over the

ground. This is a category D airspace

ATZ: Covering the airspace controlled by the airport tower. The extension covers 8 km around the airport till 900m over the ground

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Operational Environment Description 

TMA Characteristics

413006N 0022208W

413000N 0041215W

BAN 411030N 0043640W



SIE

411800N 0023000W

410200N 0023000W

To let depending parallel approaches

410204N 0020930W

RBO

CNR SSY

VJZ

NVS

GE

PDT 400520N 0020930W 400000N 0022200W

TLD

400000N 0021740W 395321N 0022748W

395620N 0043640W

VTB

394622 0032750 393310N 0040805W

Madrid, 18th Feb 2010

393525N 0025505W

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Operational Environment Description 

Airspace sectors for North Configuration

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Operational Environment Description 



The Runway 33R is provided by Standard Instrument Arrivals (STAR) Descent Planning only with prior ATC clearance over the clearance limit points at FL 140 and over established IAF:  

TOBEK at 5000ft ASBIN at 6000ft

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RETA-CDA “Reduction of Emissions in Terminal Areas (TMA) using Continuous Descent Approaches (CDA)” Invitation to Tender No. SJU/0002-CFP

Procedure Definition

Mariano Vega, Aena 

Madrid, 18th Feb 2010

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Procedure Definition 





The traffic is transferred to Madrid TMA from Madrid ACC descending to a procedure Flight Level Both ATC units work in close coordination to avoid descend interruption at common boundary Follows the North configuration STAR routes

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Procedure Definition 

STAR procedures according to the origin of the flight Traffic Or Origin

TMA STAR

A340 Buenos Aires Mexico DF DF

SOTUK 1C BARDI 1C

TLD 1C ZMR 3C

A320 Lagos Dakar Cairo

PRADO 1D SOTUK 1C PRADO 1D

VILLA 1D

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Demonstration Plan

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Procedure Definition 



Proceeds to the ILS precision approach to the runway 33R Two initial approach tracks TOBEK reference point  ASBIN reference point 





Both points finish in a common intermediate approach track at 5000ft The final approach track begins in the FAP

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

Precision approach to the runway 33R

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Flight Operational Constraints 

ATC’s ATC’s constrain constraints ts No operational constraints  Procedures in compliance with Spanish regulations  Routes free of restricted or segregated airspace  Traffic situation did not difficult the completion of CDA procedures  ATC always had the possibility of abort the t he CDA procedure 

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Phraseology 

Phraseology used in the trials: CREW: “Madrid IBEXXX RETA-CDA flight request Continuous Descent. ”  ATC: “IBEXXX cleared for continuous descent and ILS approach to Barajas RWY33R” 



If, for any reason the CDA had to be interrupted: ATC: “IBEXXX discontinue CDA (alternative clearance)”  CREW: “Madrid IBEXXX unable to continue CDA, request…” 

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RETA-CDA “Reduction of Emissions in Terminal Areas (TMA) using Continuous Descent Approaches (CDA)” Invitation to Tender No. SJU/0002-CFP

ATCOs ATC Os Per Perspe specti ctive ve

Mariano Vega, Aena 

Madrid, 18th Feb 2010

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ATCOs ATCOs Perspec Perspective tive 





No perception of any extra difficulty Controllers reduced interventions to maintain safety traffic and queue organization Clearance for CDA given by the approach ATC at the same time that clearance for ILS

Madrid, 18th Feb 2010

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ATCOs ATCOs Perspec Perspective tive 

To implement CDA as standard manoeuvre in LEMD, it would be preferable, to have specific CDA arrival procedures developed. This would: provide a clear separation between CDA traffic  avoid any ATC instruction during the procedure 

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RETA-CDA “Reduction of Emissions in Terminal Areas (TMA) using Continuous Descent Approaches (CDA)” Invitation to Tender No. SJU/0002-CFP

On board Operational Procedures

Jose Luis Moreta  Luis Fernández Fernández de Bobadilla  Bobadilla  Madrid, 18th Feb 2010



Aircraft Description Iberia A340/320 families Engines characteristics A 340 LONG RANGE

A 320 SHORT MEDIUM RANGE

Madrid, 18th Feb 2010

Passenger  Configuration

A340-300

CFM 56-55C

260

A340-600

Rolls Rolls Royce Royce TRENT TRENT 500 500

352

A320-211

CFM 56-5A 162/171pax

A320-214

CFM 56-5B

A319-111

CFM 56-5B

141pax

A321-211 A321-212

CFM 56-5B

200pax

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Aircraft Description 

Autoflig Autoflight ht systems: systems: 

A340: 2 FMGS Honeywell standard L10A10, P2A10 or 

P3A7  A320: 2 FMGS Honeywell FMS 2 (standard P1C8 or P1 C11)

Madrid, 18th Feb 2010

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Aircraft Description 

The FMGS performs the following functions : 

Two types of guidance: SELECTED and MANAGED



Flight planning: LATERAL and VERTICAL





The guidance function controls: AutoPilot, Flight Director  and AutoThrust Guidance modes: LATERAL and VERTICAL

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Aircraft Description 

Data gathered from A340 and A320 Digital Flight Data Recorder (DFDR) Records the mandatory parameters  Can store the last 25 hours on a fireproof and shockproof  device 

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Procedure Definition 

RETA-CDA demonstration performed: During summer summer 2009: 2009: June – September  September   With Iberia airplanes coming from:  Lagos (DNMM/LOS), Dakar (GOOY/DKR) and Cairo (HECA/CAI): A320 Family  Buenos Aires (SAEZ/EZE) and Mexico DF (MMMX/MEX): A340 Family  Other flights with the same fleet and origins, and from Guinea (FGSL/SSG), Sao Paulo ( SBGR/SAO-GRU) and Santiago (SCEL/SCL), (SCEL/SCL), not performing CDAs analyzed to be used as a baseline 

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Flight Operational Constraints 

On board constraints CDAs always flown over MEA until established in ILS LOC  250 kts IAS flown below below 10.000ft AGL by Iberia safety procedure 



STARs constraints constraints removed removed for RETA-CDA trials 



Altitudes and speeds

Weather constraints Summer thunderstorms Wind direction changes runway changes trajectory changes  In these cases, the CDA procedure has been interrupted 

→

→

→

Madrid, 18th Feb 2010

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On board Operational Procedure 

Select the expected STAR in FMS before descent



When cleared CDA by ATC, pilots: Check the cleared STAR in FMS  Deselect speed and level/altitude restrictions associated to the STAR  Complete it by applying flight techniques and speeds that they consider adequate 

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RETA-CDA “Reduction of Emissions in Terminal Areas (TMA) using Continuous Descent Approaches (CDA)” Invitation to Tender No. SJU/0002-CFP

Pilots’ Pilo ts’ pers perspect pective ive

Jose Luis Moreta  Luis Fernández Fernández de Bobadilla  Bobadilla  Madrid, 18th Feb 2010

Iberia flight trials preparation 

Definition of internal specific ad-hoc activities for the RETACDA trials



RETA-CDA on-board procedure definition



Internal communications from Flight Operation to pilots



Definition of internal procedure for gathering CDA flight data and pilots’ pilots’ feedback feedback

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Pilots’ Pilots’ Perspec Perspective tive 



FMS preparation required higher level of attention No perception of a higher workload during the descent phase of the CDA procedure



Coordination with ATC had to be clearly understood



Most flights were allowed to perform CDA from TOD



Crew concentration on flight and navigation procedures are enhanced due to the reduced rate of ATC communications

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Pilots’ Pilots’ Perspec Perspective tive 

To perform CDA procedures it would be preferable, to have specific CDA arrival procedures incorporated in the FMS database. This would: 

improve coordination between ATC and crews,



avoid additional workload and



ease the study of the beneficial effects of CDA approaches

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Pilots’ Pilots’ Perspec Perspective tive 

Crew unanimously in favour of these type of  approaches Not complicated  Positive environmental impact  Positive economic impact 



IBERIA pilots are very keen on supporting and performing any operational procedure which will reduce CO2 emissions

Madrid, 18th Feb 2010

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RETA-CDA “Reduction of Emissions in Terminal Areas (TMA) using Continuous Descent Approaches (CDA)” Invitation to Tender No. SJU/0002-CFP

Data Analysis and Environmental Assessment

Peter Lubrani, INECO  Eduardo García, INECO  Madrid, 18th Feb 2010

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Data Analysis and Environmental Assessment 

Study Frame (data and window of study) 

Trial flights from June to September 



Period (00:00 till 7:00)



Origin of flights 7 (CAI, DKR, LOS, EZE, MEX, SCL & SSG) SSG)



Aircraft studied A320 Family, A340-300/600



More than a thousand flights studied



Assessment of flight performance from FL210.

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Data Analysis and Environmental Assessment 

Results FUEL FUEL BURN BURN (KG) (KG) FROM FROM FL210 FL210

AIRCRAFT TYPE Upper Reference Limit (Percentile 97.5%)

A320

A340

Average (ccg)

CDA

NO-CDA

CDA

NO-CDA

29 2

45 4

16,5

19,5

22 4

3 09

14 , 0

16,0

Lower Reference Limit (Percentile 2.5%)

14 9

23 8

11,5

13,1

Upper Reference Limit (Percentile 97.5%)

92 6

15 05

22,0

25,3

68 7

9 45

17 , 4

20,3

49 7

69 1

12,5

17,2

Upper Reference Limit (Percentile 97.5%)

10 69

17 36

18,5

22,8

Average (ccg)

82 7

10 8 8

15,8

17,8

64 1

84 3

13,3

15,1

Average (ccg) Lower Reference Limit (Percentile 2.5%)

A340-600

TIME TIME (MIN) (MIN) TO DESC DESCEND END FROM FROM FL210 FL210

Lower Reference Limit (Percentile 2.5%)

AIRCRAFT TYPE

FUEL BURN SAVINGS (KG) FROM FL210

TIME SAVINGS (MIN) TO DESCEND FROM FL210

A320

Average (ccg)

26% (85 KG)

13% (2 min)

A340

Average (ccg)

27% (258 KG)

14% (2,9 min)

A340-600

Average (ccg)

24% (261 KG)

11% (2 min)

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Data Analysis and Environmental Assessment   

and andCO2 CO2 C CO2 CO2 O2 x xx1flight fli 1YEAR ght WEEK WEEK Savings Savings in in in €€€and Iberiatypical typicalschedule schedule YEA R ofofIberia Savings Savings (x flight) A/C

Madrid, 18th Feb 2010

Average Fuel

A320

85.0

kg

A340-300

258

kg

A340-600

261

kg

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Data Analysis and Environmental Assessment  

and CO2 C CO2 CO2 O2 xx flight fli 1 ght WEEK WEEK of Iberia typical schedule Savings Savings in in €€ and Typical weekly schedule Fleet Mix

A320

A340

A340-600

Nº. of flights

1278

243

1 82

T O TA L f l ig h ts

1703

TOTAL MAX. SAVINGS

Madrid, 18th Feb 2010

RETA-CDA Workshop

Fuel (tonne)

21 9

CO2 (tonne)

689.3

Savings (€)

100119.5

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Data Analysis and Environmental Assessment   

and andCO2 CO2 C CO2 CO2 O2 x xx1flight fli 1YEAR ght WEEK WEEK Savings Savings in in in €€€and Iberiatypical typicalschedule schedule YEA R ofofIberia Savings

TOTAL MAX. SAVINGS

Fuel (tonne)

11388

CO2 (tonne)

35843.6

Saving Savings s (€)

5.2M

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Data Analysis and Environmental Assessment

TOTAL MAX. SAVINGS

Fuel (tonne)

11388

CO2 (tonne)

35843.6

Saving Savings s (€)

5.2M

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Data Analysis and Environmental Assessment

ENVIRONMENT TOTAL MAX. SAVINGS

Picture: PA

Fuel (tonne)

11388

CO2 (tonne)

35843.6

Saving Savings s (€)

5.2M

Picture: PA

CO2 (tonne)

35843.6

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Data Analysis and Environmental Assessment

ENVIRONMENT

Dome mest stic ic Av Aviat iatio ion n 0.5% Do ANSP

TOTAL MAX. SAVINGS

Picture: PA

Fuel (tonne)

11388

CO2 (tonne)

35843.6

Saving Savings s (€)

5.2M

Picture: PA

CO2 (tonne) Madrid, 18th Feb 2010

35843.6

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Data Analysis and Environmental Assessment

ENVIRONMENT

Dome mest stic ic Av Aviat iatio ion n 0.5% Do ANSP

TOTAL MAX. SAVINGS

Fuel (tonne)

Picture: PA

11388

Airline ETS, Allowances, growth

CO2 (tonne)

35843.6

Saving Savings s (€)

5.2M

Picture: PA

CO2 (tonne)

35843.6

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Data Analysis and Environmental Assessment

ENVIRONMENT

Dome mest stic ic Av Aviat iatio ion n 0.5% Do ANSP

TOTAL MAX. SAVINGS

Picture: PA

Fuel (tonne)

11388

Airline ETS, Allowances, growth

CO2 (tonne)

35843.6

Saving Savings s (€)

5.2M

Picture: PA

CO2 (tonne) Madrid, 18th Feb 2010

35843.6

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Data Analysis and Environmental Assessment 

Statistical Analysis Methodology IBERIA FLIGHT DATA Repository Pilot's and ATC's Reports

STATISTIC STATISTIC AL DATA DATA ANALYSIS METAR Files CDA DEFINITION CRITERIA

Radar Data NON CDA Flights Data

CDA Flights Data

EMISSIONS ANALYSIS (Fuel savings in Tons, CO2 Savings in Tons)

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Data Analysis and Environmental Assessment 

Ad-Hoc Analysis Tool CDA flight NO CDA flight    )    L    F    (

   E    D    U    T    I    T    L    A

TIME (min)

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Data Analysis and Environmental Assessment 

Ad-Hoc Analysis Tool

   )    L    F    (   e    d   u    t    i    t    l    A

Madrid, 18th Feb 2010

   )   s    t    K    (    d   e   e   p    S

   )    M    P    R    (    1    N

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Data Analysis and Environmental Assessment 

Ad-Hoc Analysis Tool

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Data Analysis and Environmental Assessment 

Ad-Hoc Analysis Tool

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Data Analysis and Environmental Assessment 

CDA Definition Criteria



CRITERIA1: CDA definition as given by Eurocontrol, FAA and Green Approaches



CRITERIA 2: the N1% profile should be as much as possible around the idle value of thrust

for the aircraft.



CRITERIA 3: CDA flights for the A320 Family will be found at or above FL150 at 12 minutes

from landing, while for the A340 Family the same is valid but but at 14 minutes.



CRITERIA 4: The CDA flights will be located in a cluster of points located in the upper left

corner on a graph reflecting Fuel burn vs. Altitude. Madrid, 18th Feb 2010

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Data Analysis and Environmental Assessment 

CDA Definition Criteria

CRITERIA 2: the N1% profile should be as much as possible around the idle value of thrust



for the aircraft.

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Data Analysis and Environmental Assessment 



CDA Definition Criteria

CRITERIA 3: CDA flights for the A320 Family will be found at or above FL150 at 12 minutes

from landing, while for the A340 Family the same is valid but but at 14 minutes.

CDA flight No-CDA flight

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Data Analysis and Environmental Assessment 

CDA Definition Criteria

CRITERIA 4: The CDA flights will be located in a cluster of points located in the upper left



corner on a graph reflecting Fuel burn vs. Altitude.

   R    H    T   o    t   s   e    t   u   n    i   m    2    1    )    L    F    (

   E    D    U    T    I    T    L    A

CDA flight No-CDA flight

Fuek Burntlast 12 minutes minutes of flight flight

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Data Analysis and Environmental Assessment 

Conclusions  



 



Aircraft Performance Analysis Tool; Calculated average Fuel savings for the A320 Family & the A340300/600; The vertical dispersion of the CDAs is smaller than the NoCDAs, which is reflected also in the Fuel Burn dispersion values; Vertical profiles profiles of CDAs are higher higher than NoCDAs; NoCDAs; A preliminary study from ToD to FL210 showed that only 3-4% of  the flights made at anytime a level segment; Consequently, for this case, the most critical area for fuel burn savings is below FL210.

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Data Analysis and Environmental Assessment

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CDA implementation in Spain

Mariano Vega, Aena 

Madrid, 18th Feb 2010

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RETA-CDA EXPERIENCE 







No special difficulties for ATC during the used time period CDA culture needed to optimise benefits Effective collaboration between aviation authorities, ANSP and Operators is fundamental Traffic demand is the main parameter to design CDA Implementation in Aena Airports

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TRAFFIC DEMAND CLASSIFICATION 

LOW DEMAND: 



MIDIUM DEMAND: 



Traffic separation/sequencing is rarely needed for CDA

Traffic need to be sequenced to a given point before starting CDA

HIGH DEMAND: 

High sequencing is needed and complete CDA implementation is not feasible without provoking strong delays

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AIRPORT CLASIFICATION 

PHASE 1 (2010): 



PHASE PHASE 2 (2011 (2011 - 2012): 2012): 



Airport operating H24 with no operational constraints during night period

Airports with no operational constraints and with no specific technical for CDA implementation

PHAS PH ASE E 3 (201 (2013 3 - ): 

Airports in which full CDA implementation has a strong impact on Airport capacity. Partial implementation will be analysed

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

AIRPORTS PHASE 1 BARCELONA, GIRONA, GRAN CANARIA, IBIZA,  ALICANTE, BARCELONA, MADRID BARAJAS, MALAGA, PALMA DE MALLORCA, TENERIFE SUR, VALENCIA. (DURING NIGHT PERIOD)



AIRPORTS PHASE 2  A CORUÑA, ALMERIA, ASTURIAS, BURGOS, CIUDAD REAL, GRANADA, EL HIERRO, JEREZ, GOMERA, LA PALMA, LOGROÑO, MELILLA, PAMPLONA, SAN SEBASTIAN, SANTANDER, SANTANDER, SANTIAGO, VIGO, VITORIA

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AIRPORTS PHASE 3 BARCELONA, GIRONA, GRAN CANARIA, IBIZA,  ALICANTE, BARCELONA, MADRID BARAJAS,MALAGA PALMA DE MALLORCA, TENERIFE SUR, VALENCIA. (DURING DAY PERIOD)  BILBAO, FUERTEVENTURA, LANZAROTE, MENORCA, SEVILLA, TENERIFE NORTE

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RETA-CDA “Reduction of Emissions in Terminal Areas (TMA) using Continuous Descent Approaches (CDA)” Invitation to Tender No. SJU/0002-CFP

Conclusions

Luis Chocano, INECO  Madrid, 18th Feb 2010

RETA-CDA 

The implementation of CDA procedures in Terminal Areas has a positive environmental impact, with a significant reduction CO 2 emissions

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A great number of trials have been performed in Madrid TMA 

The results show important savings in CO2 emissions, around 25%

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Analyses also show time savings from FL 210 to threshold around 13%

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Conclusions 

Airlines are also able to profit the economic savings: Fuel burn reduction  Savings in CO 2 may translate into less need to buy allowances at ETS market prices CO2 emissions reduction in TMA will help to achieve the overall SESAR objective of 10% emissions reductions Noise impact is minimized in the surroundings of  the airport as the aircraft CDA approach is at a higher altitude and idle thrust 

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Conclusions 

The results validate the project objective:

Continuous Descent Approaches (CDAs) in the TMA deliver significant environmental and economic benefits

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Conclusions 

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Both pilots and ATC are unanimously in favour of  implementing CDA procedures Recommendations to have specific CDA published arrival procedures 

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And incorporated in the FMS database

The experience has been of great value for the future implementation of CDA in the airports of the Aena network network in Spain. Spain. 

Aena Aena Phas Phasee-1 1 plan plan to to impl implem emen entt RETA RETACD CDA-l A-lik ike e operations in several airports in Spain in 2010

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Conclusions 

Recommendations discussed include: To assess the feasibility of expanding the application of CDA approaches to other airport contexts and not only at night hours with low traffic  To assess time requirements (RTA/ETA) applied to CDA 

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Key point to ease the control sequencing and merging activity and promote CDA implementation

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Thank you very much for your attention Questions? Mariano Vega, Aena  Jose L. Moreta, Iberia  Luis Fdez. de Bobadilla, Iberia  Peter Lubrani, INECO, Eduardo Garcia, INECO  Luis Chocano, INECO, Project Coordinator  Madrid, 18 18thth Feb Feb 2010 2010 Madrid,

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