Environmentally Friendly Airport Systems (EFAS) Presentation at ASAS–TN2 4th Workshop Amsterdam Thierry Narnio (Thales Air Systems) Dr Zeshan Kurd (NATS) 25 April 2007 16 July 2019

Contents The Environmental Issue EFAS Overview and Background EFAS Methodology and Outputs CDA with ASAS HAZID 16 July 2019

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 16 July 2019

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. 16 July 2019

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 Consortium selected to cover range of skills: Research and industry/users – two way relationship: Pull through research ideas into industry Industry to inform academia about problems/possibilities Consortium members have range of skills and resources: Users – service provider Research – Model – Implementors Industry – range of technologies/systems ?????? Glaring omission is an airport authority ?????? Would also benefit from an airline Mix of sizes and types of organisations involved – smallest less than 100 largest 10s of thousands 16 July 2019

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 16 July 2019

EFAS Overview (2) 16 July 2019

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 16 July 2019

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 16 July 2019

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 16 July 2019

Preliminary Hazard Identification for CDA with ASAS 16 July 2019

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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 16 July 2019

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 July 2019

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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) 16 July 2019

HAZID Table Fields Column Purpose Function Describes the activity the “Actor” is carrying out. Actor Person or system performing the task System The system under consideration Failure mode The particular failure mode of the system Δ? The change brought about by the move to the new system Effect/Severity The system-level effect on the Actor, or system of the system failure mode. Mitigation Needed? Any identified mitigation that can be brought to bear to reduce the likelihood of the failure event happening, or reduce the severity of it should it occur. 16 July 2019

CDA HAZID Table Extract Flight phase System Failure mode Cause Effect Mitigation VMP ASAS Undetected data corruption ASAS proc’ error Wind input Reduced Spacing and Separation … Correlate ASAS and radar position to ATC 16 July 2019

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 16 July 2019

Thank You 16 July 2019