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will introduce Functional Airspace Blocks (FABs) allowing aircraft
to be controlled in larger sectors than the current ones, which
are predominantly organised along national sectors. This will
result in even more efficient routes than under DMEAN.
Another EUROCONTROL activity, the Airport Operations
Programme (AOP), seeks to introduce a variety of concepts and
tools to increase the efficiency at airports. The programme is
directed primarily at increasing capacity but the by-products of
greater efficiency manifest themselves frequently in terms of
less time spent flying or taxiing, which in turn reduces not only
noise pollution, but also aircraft emissions.
ACARE, the Advisory Council for Aeronautics in Europe,
focuses European R&D efforts to produce cleaner and quieter
aircraft in line with the European Commission’s Vision 2020
programme. It co-ordinates the efforts of industry, airlines,
airports, regulators, EUROCONTROL and the European
Commission around the key goals of:
• The reduction of fuel consumption and CO2 emissions by 50
per cent.
• The reduction of perceived external noise by 50 per cent.
• The reduction of NOx by 80 per cent.
• Reducing the impact of the manufacture, maintenance and
disposal of aircraft.
The European Union’s forthcoming Seventh Framework
Programme (FP7), which will run from 2007 to 2013, has
Transport and Aeronautics as one of its themes. FP7 will
introduce Joint Technology Initiatives as advanced forms of
the current Technology Platforms, introduced under previous
Framework Programmes. One of the JTIs currently under
review is the Clean Sky JTI being proposed by ASD. If adopted,
the Clean Sky JTI would run for seven years and be driven by
industry with a view to helping to achieve the ACARE goals by
demonstrating and validating the technological
breakthroughs that they need.
This article was jointly commissioned by
EUROCONTROL and AEA.
THE ENVIRONMENT
112
THE GREENING OF ATM
EUROCONTROL is convinced that improved network efficiency can make a significant
contribution to lessening the impact of aviation on the environment. Brendan Gallagher
talks to Andrew Watt, Manager of the organisation’s Environment Domain
113
he impact of air transport on the environment has
been a concern for many years, driven initially by
aircraft noise levels experienced by people living close
to airports. But in recent years, as climate change has
become a hot issue, aircraft manufacturers, the airlines and
the Air Traffic Management (ATM) community have come
under growing pressure to also cut the volume of engine
greenhouse gas emissions – carbon dioxide, water vapour and
nitrogen oxides.
It is clear that ATM, the airports and the airlines can make an
important contribution by working together to improve
network efficiency, optimising routes and flying times in order
to cut as far as possible fuel burn and emissions. At
EUROCONTROL, the man responsible for helping to make this
happen is Environment Domain Manager Andrew Watt.
“I expect three of our initiatives to have a significant impact
in the near future,” he says. “These are our work on
standardising continuous-descent approaches, a set of
indicators we are developing for the measurement of network
efficiency, greenhouse gas emissions and noise load, and the
SESAR programme for an ATM master plan for 2008-2020.”
At present, most approaches in Europe are stepped, with
aircraft coming down from the cruise in a succession of
The airlines and the ATM
community have come
under growing pressure
to cut the volume
of engine greenhouse
gas emissions
T descents followed by intervals of level flight. This is very fuelinefficient
compared with one continuous smooth descent.
“We’re aiming to standardise procedures to eliminate the steps
as far back up the approach as possible,” Watt says. “In
European airspace it’s generally not possible to do this from
cruising level. But it’s feasible from as high as 10,000ft.”
Not only does continuous descent save fuel and thus cut
emissions, but it also reduces the noise audible on the ground
at points beyond about 10 nautical miles from the airport
because the aircraft is on average higher than it would be on a
stepped approach.
Though continuous descent approaches are already
available at many European airports, they are not standardised.
“We aim to provide harmonised, standardised guidance
material that should be applicable at almost all European
　
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