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even fl ow management services will all help
to optimise descent profi les, reduce holding
patterns and thereby reduce fuel burn, noise
and emissions.
“A key improvement will be the more
eff ective capability and use of controller
tools such as AMAN. These will reduce the
need to vector aircraft by pre-sequencing
them on fi xed (CDA-compliant) routes,”
according to Melrose. “But we will have to
make sure that these new tools are robust
enough to be relied upon systematically. We
will have to ensure that the human-machine
approach control system can cope with
disruptions, so that if intervention is needed
control is not lost.
“The operational parameters and the tools
themselves are still being developed but
major advances are expected in the next
three to fi ve years. EUROCONTROL is leading
this activity on a pan-European level.”
But with airports and ANSPs coming under
growing pressure from their airline customers
to develop the most fuel-effi cient routes possible,
there is a growing urgency throughout
the continent for CDA implementation.
“We are now able to have those critical
open and frank discussions about all of the
challenges facing CDA implementation,
especially local nuances,” says Kiss. “Generally,
I would say that the climate is shifting to one
where CDA can be more easily introduced as
a topic for serious discussion.”
􀀨􀀫􀀧 􀀼􀁌􀁉􀁆􀀺􀁆􀁅􀁋􀁉􀁆􀁃􀀗􀁘􀁫􀀗􀀬􀀧 􀀗
􀀴􀁄􀁁􀀾􀀲􀀾􀀽􀁃􀁁􀀾􀀻􀀁􀁃􀀾􀀳􀀰􀁈􀀩􀀁􀁂􀁄􀁂􀁃􀀰􀀸􀀽􀀰􀀱􀀻􀀴􀀁􀀰􀁅􀀸􀀰􀁃􀀸􀀾􀀽
The benefits of CDAs
In a continuous descent, an aircraft approaches the
airport from the CDA initiation point with minimum
thrust, while avoiding unnecessary level flight – rather
than via the conventional series of stepped descents.
In a CDA, the aircraft stays higher for longer, thereby
reducing noise impact on the ground. And, as there are
no ‘levelling-off’ procedures, which require the pilot to
increase engine thrust to maintain level flight, less fuel is
consumed and fewer emissions produced.
Research suggests noise reductions of up to 5dB
over conventional approaches can be achieved. In trials
conducted by EUROCONTROL, and others, typical fuel
savings of between 30kg and 150kg per flight were
achieved, depending on the level at which the CDA was
commenced and the aircraft type – which means the
emission of fewer greenhouse gases and, for aircraft
operators, lower fuel bills.
However, in some cases the fuel and emission reductions
can be much more. At one airport where the ANSP
sometimes tactically offers a Continuous Descent from
top-of-descent, it is estimated that a Boeing 777 saved
700kg fuel on a single operation. So, with continual
improvement in CDA capabilities, the benefits realised
will certainly grow.
􀀗 􀀼􀁌􀁉􀁆􀀺􀁆􀁅􀁋􀁉􀁆􀁃􀀗􀁘􀁫􀀗􀀬􀀧 􀀨􀀫􀀨
Photo: Rolls-Royce
􀀗
Simon Michell asks Andrew Watt, EUROCONTROL’s Environment
Unit head, how the Agency has been helping industry and the
European Commission to prepare for aviation’s introduction
into the European Union Emissions Trading Scheme
Emissions trading
and EUROCONTROL
Unit, Andrew Watt, “sits on top to give an
environmental view of data in the warehouse.
PAGODA processes the information
for every flight to tell us what distance was
flown, how much fuel was burned and what
emissions were released”. Watt continues:
“It was used to measure historical aviation
emissions for the EU ETS over the three
years from 2004 to 2006 in preparation for
bringing aircraft flights into the system.”
The EC will probably need some additional
work before it publishes the final
report on the estimated historical emissions,
and through that the cap. For instance, Watt
points out that there is still work to be done
in understanding emissions burned through
the use of Auxiliary Power Units.
　
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