Rob Eagles Director ASIA PACIFIC Safety, Operations & Infrastructure

Savings in 20073.8 million tonnes CO2 (routes) 6.7 (Green Teams)

On-going work

Targets for 20086 million tonnes CO2

4 pillarsTechnologyEconomic Infrastructure Operations

Pillar 3 - Infrastructureand its Environmental Consequences

InfrastructureServices or Systems necessary for Air Traffic ServicesCommunicationsNavigationSurveillanceAir Traffic ManagementSeparation MinimumsInstrument ProceduresAirport Development

InfrastructureServices or Systems necessary for Air Traffic ServicesCommunicationsNavigationSurveillanceAir Traffic ManagementSeparation MinimumsInstrument ProceduresAirport Development

Every element has a direct impact on fuel burn & CO2 emissions.

Optimum altitude

Reach optimum altitude ASAP

However, speed limits on climb out

Significant savings if clean airspeed departureClean Airspeed Departures

About 200-1600 kg fuel savings

Maintain en route flight at optimum altitude

Optimum altitude varies according to weightExample: 12 hour flight

1,000 ft2,000 ftAvailable Cruising Levels33,000 ft32,000 ft31,000 ft30,000 ft29,000 ft33,000 ft32,000 ft31,000 ft30,000 ft29,000 ftConventional Vertical Separation Reduced Vertical Separation Minimum (RVSM)4,000 ft2,000 ft

Optimum Altitude UnavailableNext Available 4,000 ft lower450 kg/hrpenalty(B744)LIMITATIONS OF CONVENTIONAL CRUISING LEVELS

Next Available 8,000 ft lower1200 kg/hrpenalty

Optimum Altitude UnavailableNext Available 2,000 ft lower140 kg/hrpenaltyAs opposed to 450kg/hr or 1200kg/hr penalty on conventional cruising levelsRVSM SAVINGSNext Available 4,000 ft lower450 kg/hrpenalty

2006

20071.1 MIL tonnes CO2

2008

Enhancing capacity / reducing emissionsProcedural / time separation

Utilizing technology1. Position broadcast by the aircraft (ADS-C) and Navigation accuracy

2. Direct controller / pilot communication (CPDLC)

3. Technology / available today

Reducing delays & optimum altitudesEquates to CO2 - reductions

Infrastructure enhancements

Goal: Continuous descent for arrival

Fuel Savings on Arrivals

10% less fuel40% less noiseSaves 50-200 kg fuel 150 - 640kg less CO2

AB8200 nm9100Winds rule! Longer the flight - greater the daily variance for the optimum track

Eastbound: Dubai - Brisbane

Example: 1000 kgs per month 100 minutes flying time ~1200nm abeam great circle track

Great Circle Distance between LAX & HKG - 6300nm2700nmWestbound: Los Angeles - Hong Kong

Military Restricted Airspace

ConclusionInfrastructure ATM enhancement is critical Technology on aircraft Reduced reliance on ground systems

Airlines investing:Reduce emissionsPlan for ASPAC (based on ICAO GPIs)Accelerate progress from States

APEC Working together to address issuesCommon goalCritical role

FIRSTTHE CURRENT SITUATION:

Safety is our number 1 priority. In 2007 ASIA had the second highest accident rate in the world and the alarm bells are ringing.

As traffic levels increase we cannot let a lack of investment in ATM Infrastructure translate into a reduction in our safety standards. Investment in Infrastructure is critical to help reduce accidents and incidents and this must always be a critical priority for our industry.

Fuel prices are at record highs.

In some airlines the cost of fuel equates to as much as 35% of the operating budget of the airline. Additionally, environmental trading schemes are looming.Europe in 2012 and New Zealand 20XX. This situation is critical and action is needed.

To address these concerns we must understand the bigger picture.

Accountable actions need to be allocated to key stakeholders COLLECTIVELY and it must be understood that the challenge of effective ATM is not restricted to one airport, one sector, or one country. It is the end-to-end management of traffic that matters.

All affect separation minimums (how close aircraft can be in close proximity to each other). This in turn affects the AVAILABILITY to have access to optimum altitudes - which are necessary for aircraft to have efficient fuel performance.All aircraft - regardless of generation - are engineered to fly at an optimum altitude. If they are not at this optimum altitude their fuel performance suffers - and the further away they are at the optimum altitude - the greater the inefficiency and fuel wastage.The heavier the take off weight (such as a long haul flight) - the greater the fuel savings. As aircraft burn fuel they become lighter and need a higher altitude for maximum fuel savings.Besides routes, much of our work is in reducing separation whether it be longitudinal, lateral or vertical separation reduced separation can have considerable savings on fuel and the environment.

The example shown here is Reduced Vertical Separation Minimum or RVSM, which reduces the vertical separation used by Air Traffic Control by a half for aircraft cruising between 29,000 41,000 feet. In other words the vertical separation is reduced from 2000 ft between aircraft to 1000 ft vertical separation. This allows for 6 additional flight levels for operation, which enable more aircraft to fly more time & fuel efficient profiles as well as providing the potential for enhanced airspace capacity.

The example is with a B747-400. The penalty is extra fuel burned IN ADDITION to the normal fuel burn.Note the almost 10:1 difference in fuel penalty between RVSM and conventional vertical separation minimums.China and Algeria implemented RVSM in 2007.The reason why Russia and Central Asian States are taking longer is because it is more costly and difficult to modify eastern built aircraft to the height keeping performance specifications that are required for RVSM.The goal is to gently glide down to airport with minimum power or thrust. This is called a controlled idle descent.Aircraft should burn the least amount of fuel during the descent phase of flight. This is due to the smooth and unimpeded descent profile that the aircraft is capable of flying with engines running at an idle or near-idle speed. The ideal descent also starts at the highest possible altitude (top-of-descent) where the less dense and colder air helps with fuel efficiency.

There is an easy way to implement CDAs today its a simple clearance by ATC instructing individual flights to at pilots discretion descend and maintain [assigned altitude] in a way that does not force the aircraft to level off at an interim altitude assignment. This will allow the pilot to start descent at the profile that is optimum for fuel savings for his particular aircraft. CDAs as a standard instrument arrival procedure for all aircraft is somewhat more complicated to develop. However, IATA recommends that ANSPs start developing CDA procedures where they can be relatively easy to accomplish at low-density airports or after hours at the more busy airports. The communities below would be most grateful - as implementing CDAs over their homes will significantly reduce aircraft noise. Eastbound flights ride the tail windsWestbound flights try to avoid the head winds. This usually means there is a greater variance on what is the shortest distance to fly from point A to point B. Seasonal winds (summer & winter) creates big differences on the best route of flight.A 12 month sample of the best route of flight from Los Angeles to Hong Kong. Note none of these flights are the great circle track (the straight line from A to B). In most countries civil aircraft are never allowed to fly into military training airspace - even if the airspace is not being used. IATA is working with States to implement national airspace management plans - where airspace is a national resource - not a civil/military resource. However, under a national airspace management plan, the airspace must meet the requirements of both civil and military missions.There is no doubt considering traffic forecasts, economic growth and aircraft orders that ASIA will be the largest aviation market in the world by 2010.

Key cities like Bangkok, Singapore, Hong Kong and Tokyo are all experiencing significant growth increasing the frequency of traffic between these city pairs. Additionally, India is booming and there is major growth in the Persian Gulf that also contributes to the Asia and Pacific traffic flow.

It is essential that we increase capacity by enhancing our ATM infrastructure. We all agree on this. However, capacity is increasing too slowly and we need to understand why so we can do something about it.

There are challenges and problems associated with enhancing the infrastructure and I would like to touch on three key areas that can form a foundation for discussion during the conference.

To help ensure a common understanding in the region a, IATA and its member airlines have started to map out their requirements over the next 7 8 years.

Our work focuses on major traffic flows, not just individual States, clearly identifying the requirements of the customers and actions by the key Stakeholders including IATA. You will hear more during the conference as we would like your expert input and feedback. In summary, if we do not have targets and accountabilities we will not see expeditious progress to address the challenges that I have briefly identified. It is essential that we invest in our ATM infrastructure so it can safely and expeditiously deal with current and future traffic levels.

New business models need to be agreed and implemented that attract appropriate investment, provide benefit to the provider and the customer whilst at the same time helping to galvanize political will between States and key parties.

The technology is available and the airlines are making the up-front investment. IATA and the airlines encourage, CANSO, Governments, Providers and third parties to think differently, embrace new business opportunities and act.