1. 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

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

3. 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

4. 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

5. 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
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Mix of sizes and types of organisations involved – smallest less than 100 largest 10s of thousands
16 July 2019

6. 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
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7. EFAS Overview (2)
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8. 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

9. 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
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10. 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

11. Preliminary Hazard Identification for CDA with ASAS
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12. 16 July 2019

13. 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

14. 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
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15. 16 July 2019

16. 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)
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17. 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

18. 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
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19. 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

20. Thank You
16 July 2019