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 Implementation of ATA Chart, Data and Avionics Harmonization
Top Priorities
 Improved transatlantic coordination between working groups,
authorities & industry
 ARINC 424, ATA FMS/RNAV Task Force, TARA, RTCA SC-
181 & 193, Eurocae WG-13 & 44, FAA, JAA, Eurocontrol,
ICAO…
Medium term - ATA CDAH priorities
 Redesign of existing non-precision approaches to accommodate
VNAV
 Altitudes at precision FAF’s
 Unnamed step-down fixes
 Waypoints on EFIS but not in database or charts
 Waypoint names longer than five characters
 Duplicate navaid and waypoint identifiers
 Different altitude for same point on STAR’s and approaches
 Magnetic variation tables used in course calculations
 VNAV angle depiction on charts
Longer term - goals
 Fully resolve the disconnect between :
 the procedure design by the Airspace Planner,
 the coded description in the navigation database,
 and the way it is displayed and flown by the FMS
 End-to-end certified process with integrity guidelines
and criteria
 A worldwide, common process with Airworthiness
Authorities involvement under an ICAO mandate
Longer term - recommendations
 Publication of a single standard/language for procedure
design, database coding, and FMS
 Reduced ARINC 424 set
 Improved charts-database-FMS compatibility
 Design of “FMS-friendly” procedures
 Publication of these procedures using FMS compatible
language (in addition to charts)
 Publications of standards for navigation database
integrity and certification
Longer term - common language
 Comprehensive worldwide commonality requires rules at
ICAO level
 A common coding Standard should be :
 clearly defined,
 including rules for use by both the aircraft and the RNAV
Airspace Planner,
 the minimum capability of any "FANS RNAV system”,
 the maximum set usable by the RNAV Airspace Planner
 This would ensure a unique unambiguous coding of
routes and procedures
Longer term - FMS friendly procedures
 Use only fixed, named waypoints
 For straight segments use only TF legs
 For large course changes (>30°) use RF legs
 Use only fly-by waypoint transitions (no overfly)
 Put a waypoint at each vertical path change
 Use descent gradients between 2.5° and 3.5°
 Start the missed approach at or before the runway
 Use same waypoint names and approach path for all approach types
to a given runway
 Use unique waypoint names (max 5 characters)
Longer term - integrity
 Integrity must concern the entire process, from
procedure design to the loading of the FMS
 Ultimate goal should be a fully digital process
 Process should be under direct supervision of airspace
management authorities
 Worldwide implementation requires ICAO rules
End of presentation :
Any question?
Good Practice Guidance and Uncertainty Management in National Greenhouse Gas Inventories
Aircraft Emissions 93
AIRCRAFT EMISSIONS
ACKNOWLEDGEMENTS
This paper was written by Kristin Rypdal (Statistics Norway). It was reviewed by Niels Kilde, Steve Seide and
Karen Treanton.
ABSTRACT
The current tiered methodologies in the Greenhouse Gas Inventory Reference Manual provide a good framework
for good practice for estimating and reporting the emissions from aviation. The main difficulty and uncertainty
lies in the distribution of fuel between domestic and international use. Only domestic use is to be included in the
national total when reporting to the United Nations Framework Convention on Climate Change (UNFCCC).
Consequently, good practice methodologies are particularly needed in order to collect relevant and accurate data
on domestic fuel used for aviation. Emissions of nitrous oxide (N2O) and methane (CH4) from aviation are highly
uncertain, but do not contribute much to national totals.
Background Paper
94 Energy Sector
1 INTRODUCTION
The total contribution of aircraft emissions to total anthropogenic carbon dioxide (CO2) emissions was considered to
be about 2 percent in 1990 (IPCC, 1990). However, air traffic in the world is growing, and will likely continue to
grow. Though there is an improvement in fuel efficiency of new aircraft, the long lifetime of aircraft and the
expected growth in air traffic imply that this emission source in the future will increase in importance.
　
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