1. Industry Viewpoint – Block 0
Carlos Cirilo
Assistant Director Infrastructure Strategy
16 November 2012

2. 57 million jobs 2030 82 million jobs $6.9 trillion $2.2 trillion
$2.2 trillion in economic activity.
Aviation projected 5% annual growth to 2030, to:
5.9 billion passengers
nearly 150 million tonnes of cargo .
82 million jobs and $6.9 trillion of global GDP.
Industry Viewpoint - Block 0
16 November 2012

3. Traffic growth Outpacing Capacity
The Challenge
Traffic growth
Capacity must keep pace
Safety must be maintained or increased
Environment
Impact on the industry
For 1% of growth held back until 2020, economy would forfeit:
14 million jobs
over $1 trillion in GDP
Traffic growth
Outpacing Capacity

4. Aviation emissions challenge……
200
400
600
800
1000
1200
1400
1600
1990
1993
1996
1999
2002
2005
2008
2011
2014
2017
2020
2023
2026
2029
Million tonnes CO2
628 Mt
(2010F)
Pre-recession
ICAO forecast
Post-recession
IATA forecast
© IATA
CO2 emissions from the global fuel
burn of commercial airlines
Industry Viewpoint - Block 0
16 November 2012 4

5. Global Aviation Industry Targets
2010
2020
2050
1.5% p/a fuel efficiency
Working towards Carbon-Neutral Growth
Carbon-Neutral Growth from 2020
Implementation of global sectoral approach
50% reduction in net CO2 emissions over 2005 levels
Industry Viewpoint - Block 0
16 November 2012 5

6. ASBU What is the Solution? Industry Viewpoint - Block 0
16 November 2012

7. Focus on Block 0 Block 0 (2013) Performance Improvement Areas
Airport Operations
Globally Interoperable Systems and Data
Optimum Capacity and Flexible Flights
So what makes Block 0 unique?
For Block 0, no new airborne technologies are required. However, it may be necessary to increase the participating aircraft to improve the size of the benefit to ensure payback and the ability to close the business case.
Each of the Modules or capabilities included have are operational in at least two diverse operational areas. These are not trial programs, but are fully functional including procedures, approvals, certification, standards, etc. Each module has been evaluated against a “readiness checklist” to ensure that the operational criteria have been met.
Efficient Flight Path
Industry Viewpoint - Block 0 7
16 November 2012
Global Air Navigation Industry Symposium September 2011 7 7

8. Global Air Navigation Industry Symposium 20-23 September 2011
B0: Capabilities available in 2013
Planning Decisions
based on business case and validation results as developed during the previous phase B3 B0 B2 B1
SIMPLIFIED
LIFECYCLE V0
Identification of Needs V1 V1
Concept Definition V2 V2
Feasibility
R&D V3 V3
Pre-Industrial Development and Integration - V4 V4
Industrialisation
Implementation
Decision V5 V5
Deployment
Decision V6 V6
Operations
Operations
This will be an evolving set of solutions. Block 0 is based on existing, fielded capabilities and includes installed aircraft functionality. Within the Aviation System Block Upgrades it represents the Initial Operating Capability available for use in 2013.
The next capabilities to be introduced will be described as Block 1 in In the case of Block 1, one of several “readiness” characteristics have not been met. But it is expected that over the next 5 years those modules will mature to enable the next level of capabilities to ensure implementation.
Beyond that we expect that those capabilities that are maturing through a development phase will be moved to an operational capability in 2023.
And further in time we anticipate that many of the capabilities in the research phases will move through the life cycle for release in the time period.
But back to Block 0.
Decision V7 V7
Decommissioning
Decision
Standardisation activities
IOC
Initial Operational Capability
Block Maturity Lifecycle
Industry Viewpoint - Block 0 8
16 November 2012
Global Air Navigation Industry Symposium September 2011

9. Block 0: Capabilities within our grasp overview
Improved airport accessibility – using Performance-based Navigation (PBN)
Improved flexibility and efficiency in descent profiles – Continuous Descent Operations (CDO)
Improved flexibility and efficiency in departure profiles – Continuous Climb Operations (CCO)
A review was undertaken on what would be the priority for “low hanging fruits” for block 0. The following 3 were identified:
-improved airport accessibility using PBN
-Improved flexibility and efficiency in descent profiles – Continuous descent operations
-Improved flexibility and efficiency in departure profiles – Continuous Climb Operations
Industry Viewpoint - Block 0
16 November 2012

10. Block 0: Capabilities within our grasp PBN
PBN is today and we have to implement now:
Main enabler for runway safety
Increase accessibility of airports
Increase of airspace efficiency
Environmental solutions (noise and emissions)
PBN is the key building block for next generation airspace concepts (SESAR, NextGen, CARATS, etc.)
PBN today and now:
Runway safety:
Main enabler to address CFIT and unstabilized approaches
Accessibility
Due to flexibility and application of modern on-board avionics to its full extent, more rwys are accessible (previously not accessible, or by less safe circling, offset or steep angle
e approaches)
Efficiency:
Through application of modern on-board avionics to its full extent, postioning of routes, Sids and Stars is not constraint anymore by location of navaids, but can be put virtually anywhere (airspace optimization, less fuel burn, less delays, workload decrease). CDO and CCO’s reduce fuel burn and noise.
PBN is a prerequisite before starting next generation airspace concepts. Therefore a full commitment to PBN and education is a prerequisite before starting the next generation projects.
Industry Viewpoint - Block 0

11. Implementing PBN
Incentives can lead to early benefits The Air Navigation System benefits from early implementation
Through Collaborative Decision Making
Harmonized Requirements
Incentives
Operational
Financial
Mandate
Industry Viewpoint - Block 0
16 November 2012

12. RNP Approach allows 3D use
Safety - Accessibility
RNP Approach
RNP Approach allows 3D use
Industry Viewpoint - Block 0
16 November 2012

13. Optimized Tracks ≈ 7 NM RNP AR Optimized Tracks Savings via:
NIBAT – 3.8 NM
EDLOR – 7.2 NM
ORDEP – 10.3 NM
KLAFU – 7.7 NM
RABIV – 7 NM
SIVAL – 5.7 NM
≈ 7 NM
PBN Symposium 2012
16 October 2012

14. Block 0: Capabilities within our grasp CDO and CCO
CDO and CCO provide significant benefits in terms of:
Fuel burn reduction
Gaseous emissions reduction
Noise reduction
CDO and CCO enabled by Performance-based Navigation
Continuous Descent en Climb Operations are significant contributors to efficiency and environmental benefits, fuel burn, emission and noise reductions. These type of operations are very much linked to PBN. As these type of operations have a potential to consume a lot of airspace, the airspace design flexibility provided by PBN is indispensable.
Industry Viewpoint - Block 0
16 November 2012

15. Continuous Descent Operations (CDOs)
Save fuel lbs
Up to 40% less noise
Reduced radio transmissions
Lower pilot workload
Reduced hearback / readback errors 15

16. Fuel savings/emission reduction
Atlanta CDO demo
Published STAR
West Flow operations
11 Tracks
Vertical Profiles
Miami CDO demo
Published STAR
East Flow operations
4 Tracks
Vertical Profiles
CDOs provide large benefits in fuel, emissions, and flight time reductions
Atlanta (ATL) :
North Arrival STAR at Atlanta (ATL)
144 Liters of fuel savings and 360kg reduction in CO2 emissions per flight
North Arrival STAR at Miami (MIA)
liters of fuel savings and kg reduction in CO2 emissions per flight
600 CDO night demos at ATL from August – November 2008
Two North Arrival STARs
liters of fuel savings and 380kg reduction in CO2 emissions per flight
Industry Viewpoint - Block 0
16 November 2012

17. ICAO and its partners are already addressing roll-out of PBN and associated airspace design features such as CDO and CCO.
But assistance and full support from all our aviation stakeholders is needed.
Beyond Planning…
Everybody seems to be on-board with PBN. We have State committed to an Assembly resolution and Industry signed-up to an industry declaration. And although momentum is gaining, implementation remains slow. This is because PBN constitute a paradigm shift in air navigation and requires a complete refocusing and re-education in many domains of the aviation industry.
ICAO and its partners are addressing the issues to their best effort but because of its multi-facetted nature, assistance and full support from all our aviation stake holders is needed.
Focal points:
Change focus of the main players: Governments, Regulators, ANSP’s and Aircraft and Aerodrome Operators through promotion, education and direct implementation. Specific emphasize on regulators.
Finalize PBN guidance material from block “-1” to block 0 status including roll-out.
Strengthen provisions on the need for Global harmonization
Recognition of foreign PBN Ops Approval
Same plane, same crew, same procedure
Industry Viewpoint - Block 0
16 November 2012

18. Final remarks
Capabilities with in our grasp. Don’t let it slip through your fingers….
PBN is the key stepping stone and affects all corners.
In order to create a sound basis for the future of our air navigation system we all need to contribute
Starting now.
Industry Viewpoint - Block 0
16 November 2012

19. Industry Viewpoint - Block 0
16 November 2012

20. Industry Viewpoint – Block 0
Carlos Cirilo
IATA
Tel ext. 3620