TERMINAL OPERATIONS FINAL REPORT (D2)

Transcription

1 PERFORMANCE OF FLIGHT TRIALS AND DEMONSTRATIONS VALIDATING SOLUTIONS FOR THE REDUCTION OF CO 2 EMISSIONS TERMINAL OPERATIONS FINAL REPORT (D2) CONTRACT N SJU/LC/019-CTR Document Title: Final report Version: 1.1 Date: February 24, 2010 Status: Final Filename: SJU_LC_019-CTR D2v1-1.doc DSNA Air France Page 1 / 59 SJU/LC/019-CTR/D2

2 DOCUMENT REVIEW Reference: SJU/LC/019-CTR/D2 Dates Drafted by: A. BOURGIN 16/12/09 L. RENOU Verified by: A. BOURGIN 29/12/09 L. RENOU Authorised by: T. LIABASTRES 29/01/10 Released by: A. BOURGIN 29/01/10 Modified by: A.BOURGIN 24/02/10 L. RENOU Released by: A.BOURGIN 24/02/10 DOCUMENT LOG Version Date Description of evolution Modifications /09/09 Initial draft All /12/09 Draft for Client review Consolidation /01/10 Draft for review All /01/10 Final report Final comments taken into account /02/10 Final report with corrections Admendment after SJU comments DSNA Air France Page 2 / 59 SJU/LC/019-CTR/D2

3 TABLE OF CONTENTS 1 Objectives of the document Purpose and scope of the document Structure of the document Applicable and terminology AIRE project presentation Introduction AIRE European background European AIRE Call for Tender The Terminal operations demonstration program Terminal operations proposal The consortium "green" operations involvement The proposal The project management plan Purpose of the document Organization of the project Organization of participants Location Risk management Work breakdown structure The demonstration plan Demonstration and flight trials Planning Risks Communication plan Terminal operations demonstration and flight trials implementation Overall planning Continuous Climb Departure from CDG Scenario and baselines Objectives of the demonstration Results Participants RADAR data analysis Controllers and pilots feedback Fuel burn and emissions Noise Impacts on safety and capacity Summary of Continuous Climb Departure from CDG flight trials Next steps Continuous Climb Departure from ORY Baseline and scenario Objectives of the demonstration Results Participants RADAR data analysis Controllers and pilots feedback Fuel burn and emissions Noise DSNA Air France Page 3 / 59 SJU/LC/019-CTR/D2

4 Impacts on safety and capacity Summary of Continuous Climb Departure from ORY flight trials Next steps Tailored arrivals to CDG Scenario and baseline Objective of the demonstration Results Participants Controller and pilots feedback RADAR data analysis Fuel burn and emissions Noise Impacts on capacity and safety Summary of Tailored Arrivals to CDG flight trials Next steps Tailored arrivals to ORY Scenario and baseline Objective of the demonstration Results Participants Controller and pilots feedback RADAR data analysis Fuel burn and emissions Noise Impacts on capacity and safety Summary of Tailored Arrivals to ORY flight trials Next steps Continuous descent approach at ORY Scenario and baseline Objectives of the demonstration Results Participants RADAR data analysis Controllers and pilots feedback Fuel burn and emissions Noise Impacts on safety and capacity Summary of Descent Approach at ORY flight trials Next steps Communication Introduction Organization Project coordination Responsibility General Communication Objectives Means Communication supports Participation to Paris Air Show Participation to La fête des transport in September 2009, in Paris TV production to be released on ARTE by Internal communication CONCLUSION...59 DSNA Air France Page 4 / 59 SJU/LC/019-CTR/D2

5 EXECUTIVE SUMMARY The Atlantic interoperability Initiative to Reduce Emissions (AIRE) program is designed to improve energy efficiency and lower engine emissions and aircraft noise in cooperation with the FAA. The SESAR JU is responsible for its management from a European perspective. Under this initiative ATM stakeholders conducted flight trials and demonstrations in 2009 validating solutions for the reduction of CO2 emissions for surface, terminal and oceanic operations. Amongst the 6 contracts awarded by the SJU in 2009, this project (contract SJU/LC/0019/CTR) was addressing the Terminal Operations perspective. MEMBERS The AIRE Terminal Operation project was conducted by a consortium involving the French DSNA (Direction des Services de la Navigation Aérienne) acting as the coordinator of the project and Air France. DESCRIPTION OF TRIALS Five initiatives (Terminal Operations) were evaluated in 2009 in the following Terminal Areas Paris-CDG and Paris- ORY from April 27 th, 2009 to October 9th, 2009: a) Continuous Climb Departure from CDG to North West involving 12 flights, from April 27 to May 7, 2009; b) Tailored Arrivals to CDG from North West, involving 37 flights, from June 15 to June 26, 2009; c) Continuous Climb Departure from ORY to North West, involving 4 flights, from June 2 to June 12, d) Tailored Arrivals to ORY from North West, involving 7 flights, from May 11 to May 29, 2009; e) Continuous Descent Approach to ORY from South West, involving 24 flights, from September 21 to October 9, Altogether more than 80 commercial flights participated to the five evaluations. RESULTS A- "Continuous Climb Departure from CDG to North West" demonstration Objectives and Evaluation context: The objectives were to design and assess new procedures and techniques to avoid existing level off during the climb phase from CDG towards North West. In addition it was assessed up to which extend the FMS trajectory predictability information sent to the planner controller could be of any help to him/her in order to accommodate the Continuous Climb Departure. The evaluation was limited to long-haul Air France flights departing from CDG between 08:30z and 09:00z (in low traffic conditions) and for west runway configuration. 40 Air France flights were candidates, 5 per day during 2 weeks (week ends and holidays excluded), involving A330, B777 and B747 aircraft types. Benefits assessment: The flight trials demonstrated fuel savings of about kg per flight depending on the aircraft type. Fuel savings during the demonstration were evaluated to 300 kg, equivalent to about 1 ton of CO2 savings. To go further towards the implementation of the Continuous Climb departure in high density airspace, traffic prediction needs to be improved. Based on this flight trial, FMS prediction is quite accurate and it would be interesting to set up demonstrations based on the FMS trajectory exchange with the ATC Ground system. DSNA Air France Page 5 / 59 SJU/LC/019-CTR/D2

6 B- " Tailored Arrivals to CDG from North West" demonstration Objectives and Evaluation context: The objectives were to enhance the vertical profile from cruise to IAF (MERUE) and then optimized the down wind leg (from MERUE to CRL) by raising the constraint FL at MERUE from FL110 to FL150. The evaluation was limited to long-haul Air France flights arriving from North America to CDG before 04:30z (in low traffic conditions) in all runway configuration for the continuous decent and for west runway configuration only for the optimized the down wind leg. 60 Air France flights were candidates, 6 per day during 2 weeks (week ends excluded), involving A340, B777 and B747 aircraft types. Benefits assessment: The flight trials demonstrated fuel savings of about kg per flight in west runway configuration (continuous descent & optimized down wind leg) and kg per flight in east runway configuration (continuous descent only). Fuel savings during the demonstration were evaluated to 12 tons, equivalent to about 36 tons of CO2 savings. The annual potential savings of this initiative for Air France has been evaluated to 420 tons of fuel and tons of CO2. C- "Continuous Climb Departure from ORY to North West" demonstration Objectives and Evaluation context: The objectives were to design and assess new procedures and techniques to avoid existing level off during the climb phase from ORY towards North West. In addition, like for the demonstration at CDG, it was assessed up to which extend the FMS trajectory predictability information sent to the planner controller could be of any help to him/her in order to accommodate the Continuous Climb Departure. The evaluation was limited to long-haul Air France flights departing from ORY going to the French West Indies between 10:30z and 14:30z (in low traffic conditions) and for west runway configuration. 36 Air France flights were candidates, 4 per day during 2 weeks (week ends and holidays excluded), involving B777 aircraft type. Benefits assessment: The flight trials demonstrated fuel savings of about 100 kg per flight. Fuel savings during the demonstration were evaluated to 200 kg, equivalent to about 0,6 ton of CO2 savings, since only 2 candidate flights actually perform the flight trial. To go further towards the implementation of the Continuous Climb departure in high density airspace, traffic prediction needs to be improved. Based on this flight trial and the one performed at CDG, FMS prediction is quite accurate and it would be interesting to set up demonstrations based on the FMS trajectory exchange with the ATC Ground system. D- " Tailored Arrivals to ORY from North West" demonstration Objectives and Evaluation context: The objectives were to enhance the vertical profile from cruise to IAF (ODRAN). The evaluation was limited to long-haul Air France flights arriving from French West Indies to ORY before 06:45z (in low traffic conditions) in all runway configurations. 28 Air France flights were candidates, 2 per day during 3 weeks (week ends and holidays excluded), involving B777 aircraft type. Benefits assessment: After 3 days of trials, the second flight had to be removed from the demonstration due to safety issue. The flight trials demonstrated fuel savings of about 200 kg per flight. Fuel savings during the demonstration were evaluated to 1,4 tons, equivalent to about 4 tons of CO2 savings. The annual potential savings of this initiative for Air France has been evaluated to 140 tons of fuel and 460 tons of CO2. DSNA Air France Page 6 / 59 SJU/LC/019-CTR/D2

7 E- "Continuous Descent Approach to ORY from South West" demonstration Objectives and Evaluation context: The objectives was to enhance the existing CDA at ORY by raising the FL at IAF (ODRAN) from FL090 to FL110 and to allow beforehand a continuous descent from TOD to ODRAN to the greatest extend. The evaluation was limited to short-haul Air France flights arriving from South West to ORY between 08:30z and 11:00z (in low traffic conditions) and for east runway configuration. 105 Air France flights were candidates, 7 per day during 3 weeks (week ends excluded), involving A320 family aircraft type. Benefits assessment: The flight trials demonstrated fuel savings of about 175 kg per flight. Fuel savings during the demonstration were evaluated to 4 tons, equivalent to about 13 tons of CO2 savings. The annual potential savings of this initiative for Air France has been evaluated to 220 tons of fuel and 700 tons of CO2. OUTLOOK The AIRE / Terminal Operations project initiative showed in real commercial flights conditions that they can bring significant benefits in terms of reducing CO2 emissions in Terminal Areas at the vicinity of airports. They demonstrated the operational and technical feasibility of measures mitigating or reducing the environmental impact of aircraft terminal operation, offering environmental protection and operational efficiencies, while recognising that safety must be thoroughly scrutinised on beforehand to pave the way for their operational implementation. Three demonstrations, Tailored Arrivals to CDG and ORY and Continuous Descent Approach to ORY, demonstrated promising results and their implementation in a well defined and agreed context could be foreseen on a daily basis, after supplementary trials performed in Two demonstrations, Continuous Climb Departure at CDG and ORY needs further investigation in order to implement it on a daily basis in high density airspace. Further studies should be conducted under the SESAR programme and through the Airspace and procedure design DSNA Master Plan. In addition to the five demonstrations defined under this contract, three other demonstrations also took place in Continuous Descent Approach to CDG and to TLS as well as another Continuous Descent to ORY from TOD to IAF MOLEK, limited to short-haul Air France flights arriving from South East to ORY between 11:00z and 15:30z (in low traffic conditions) in all runway configuration. It must be stressed that benefits were obtained in low/medium traffic conditions and cannot be extend to peak period where demand is close or exceeds capacity since so far these procedures have a negative impact on capacity. The project was supported by an excellent cooperation between DSNA and Air France respective staff, calling for increased cooperation to consolidate results, apply pragmatic procedures whenever possible and investigate new initiatives for reducing environmental footprint of the Air Transport Industry. Future perspectives might cover: New Terminal initiatives that might participate in reducing environmental impact at the vicinity of airports, New studies for improved ATM coordination processes and phraseology Enhanced STAR design and mapping for continuous climb or descent operations Initiatives linking two flight segments, i.e. descent to ground phase and/or continuous climb to cruise climb paving the way for SESAR business trajectory concept, which might have a direct positive environmental impact (emissions and/or noise), Initiatives linking all flight segments and AIRE initiatives together to achieve Gate-to-Gate green flights. DSNA Air France Page 7 / 59 SJU/LC/019-CTR/D2

8 1 OBJECTIVES OF THE DOCUMENT 1.1 Purpose and scope of the document This document is the third 1 deliverable of the project, split in two phases. Phase one was to detail the project management plan (D0) and the proposed experiments and related communication plan with SJU representative, called the demonstration project and flight trials (D1). Phase two was to implement the experiments accordingly with D0 and D1. The present document will address: The AIRE background and general objectives, The general context of the demonstrations, The implementation of the experiments, The analysis of the demonstrations and the result, How communication issues have been addressed through the project. 1.2 Structure of the document The document is structured in the following manner: Chapter 1 provides the document objectives, structure, applicable documents and acronyms, Chapter 2 gives an AIRE general presentation, Chapter 3 indicates the Terminal operations of the relevant consortium, Chapter 4 provide detailed information on the implementation of the flight trials, Chapter 5 reports on communication associated with the AIRE activities. 1.3 Applicable and terminology [App. 1] Technical Offer, DSNA_SJU02CFP_Tender v1.1 (25/09/2008) [App. 2] Service Contract Terminal Operations, Contract N SJU/LC/019-CTR. [App. 3] Project Management Plan, SJU/LC/019-CTR D0 v1.0 (16/01/2009) [App. 4] Demonstration project and flight trials, SJU/LC/019-CTR D1v1 (09/01/09) [Ref. 1] SESAR D2, SESAR definition phase, DLM , Dec ACC AIRE ATM ATCC ATCo CCD CDA CDG D0 D1 D2 DGAC DSNA DTG Area Control Centre Atlantic Initiative to Reduce Emission Air Traffic Management Air Traffic Control Center Air Traffic Control Officer Continuous Climb Departure Continuous Descent Approach Paris-CDG airport Deliverable 0 (Project Management Plan) Deliverable 1 (Demonstration and Flight trials Plan) Deliverable 2 (Final Report) Direction Générale de l Aviation Civile Direction des Services de la Navigation Aérienne Direct To Go 1 First deliverable was the project Management Plan (SJU/C/019-CTR D0) the second deliverable was the the Demonstration and flight trials Plan (SJU/LC/019-CTR D1) DSNA Air France Page 8 / 59 SJU/LC/019-CTR/D2

9 ETA FL FMS IAF ILS LOA MAS MRS NATS NCE OCE ORY PANS-OPS PMP PPR PRM SESAR SESAR JU SID STAR TA TLS TOC TOD TOW WP Estimated Time of Arrival Flight Level Flight Management System Initial Approach Fix Instrument Landing System Letter Of Agreement Measurement and Analysis Specification Marseille airport National Air Traffic Service Nice airport Operational Concept Element Paris-Orly airport Procedures for Air Navigation Services - Aircraft Operations Project Management Plan Project Progress Report Progress and Review Meeting Single European Sky ATM Research SESAR Joint Undertaking Standard Instrument Departure Standard Terminal Arrival Route Tailored Arrival Toulouse airport Top Of Climb Top Of Descent Take Off Weight Work Package & waypoint DSNA Air France Page 9 / 59 SJU/LC/019-CTR/D2

10 2 AIRE PROJECT PRESENTATION 2.1 Introduction As demand for aviation services continues to grow, an increase in the industry s emissions and noise impacts can be anticipated. This may happen against a backdrop of emission reductions from sources other than aviation, and as well, the rising values we place on environmental quality. If not successfully addressed, environmental issues may significantly constrain air transportation growth in the 21st century. The Federal Aviation Administration (FAA) and the European Commission (EC) have recognized the value of cooperation to achieve global aviation objectives and meet the requirements of all airspace users. On the occasion of the 2007 Paris Air Show, on the 18 th June 2007, the EC and FAA have formed a partnership called the Atlantic Interoperability Initiative to Reduce Emissions (AIRE) to explore opportunities focusing on research, development, and accelerated implementation of environmentally-friendly air traffic standards and procedures. ATM initiatives launched by these organizations will greatly improve air transportation safety, capacity and efficiency. With regard to environmental impacts, the US Next Generation Air Transportation System (NextGen) and the Single European Sky ATM Research Program (SESAR), will shorten flight times, reduce fuel consumption and engine emissions, and lessen aircraft noise. Simply put, the FAA and EC seek enhanced ATM interoperability, improved energy efficiency, reduced engine emissions, and lower aircraft noise. These are the AIRE Partnership objectives. Taking advantage of new technologies and air traffic procedures that offer the most immediate, near-term fuel consumption and emission reduction benefits, the AIRE partnership will: Accelerate development and implementation of environmentally friendly procedures for all phases of flight, from gate to gate; Capitalize on gateway airports already using advanced technology and best practices; Provide a systematic overall program approach with short, medium and long-term initiatives; Validate improvements with flight trials and demonstrations. The AIRE Partnership focus includes all flight segments, beginning with the departure gate and terminating when an aircraft arrives at its destination gate. We will look at the entire flight, with a phased approach to flight demonstration initiatives. 2.2 AIRE European background The initiative AIRE was presented to the director of the DSNA by the administrative of the FAA at the time of a visit of a French delegation in Washington in April At the time of the Air Show of Le Bourget in June 2007, French Government announced that it joined on the international initiative launched by the European Commission and the FAA. Consequently working groups were organized in the control units in order to establish the lines and the initiatives which could be taken within the framework of AIRE. These discussions were held in partnership with airports managers (ADP), and Air France airline. During the twelve followings months the DSNA and its partner Air France took part in several meetings organized by the European Commission (DGTREN) following a bottom up approach intended to share the respective experiments of the European stakeholders to the AIRE project as regards reduction of the gas emissions and noise. According to sustainable development governmental policy, the DSNA have wished to contribute fully to the objectives of the AIRE project, with all of its partners, airlines, airports and air navigation services providers. In July 2008, SJU launched a call for tender in order to set up a series of flight trial demonstrations according to the AIRE objectives annouced by FAA and EC last in june The purpose of this call for tender was to select a number of integrated flight trials and demonstration projects. These projects were : to be developed in different operational domains to aim at validating solutions resulting in the reduction of CO2 emissions, to be performed during DSNA Air France Page 10 / 59 SJU/LC/019-CTR/D2

11 Proposed demonstration projects for the validation of solutions for the reduction of CO2 emissions shall be developed around the following areas corresponding to the different phases of a flight: Ground movements Terminal Oceanic Airports are one of the bottleneck of the present ATM system where air traffic flows are managed on a first come first served principle leading to non optimized fuel burn from top of descent to touchdown. By means of example, flight demonstration projects could be proposed in relation to the following improvement areas/solutions: Continuous Descent Approaches (CDA) Optimized climb procedures Optimized speed profiles during climb Optimized departure routings 2.3 European AIRE Call for Tender In response to this call for tender, Air France and DSNA, "the consortium", have submitted a technical, financial and administrative offer for the performance of flight trials and demonstations validating solutions for the reduction of CO2 emissions in the context of the Terminal area framework. The proposal (DSNA_SJU02CFP_Tender) was sent to SJU on september 26th, A contract was awarded by the consortium formed by Air France and DSNA on October 30th, 2008 and a SERVICE CONTRACT TERMINAL OPERATIONS signed by the consortium and SJU on December 8th, DSNA Air France Page 11 / 59 SJU/LC/019-CTR/D2

12 3 THE TERMINAL OPERATIONS DEMONSTRATION PROGRAM 3.1 Terminal operations proposal The consortium "green" operations involvement In addition to its participation on the initiative AIRE, the DSNA is completely implied by the decisions taken by the government within the framework of the Grenelle de l environment. It acts, in particular as regards noise reduction, the study of raising altitudes of the ILS interception, the approach procedures publications limiting the level flights phases or the design of an airways night network adapted to the conditions of air traffic by night in order to reduce fuel consumption and gas emissions. According to the AIRE concepts, procedures were evaluated in partnership with several airline and airports. CDA s are experienced at Marseille, Paris-Orly and tailored arrivals to Paris-Charles de Gaulle developed for early morning transatlantic flights. To apply these procedures by the pilots and the controllers makes it possible to measure significant profits in terms of fuel consumption and gas emissions. DSNA will continue its on going initiatives, through the national CDA implementation plan and if committed through the demonstrations and trials flights which could be led within the framework of AIRE, or SESAR quick wins evaluations. Worldwide, air transport generates 2-3% of global man-made CO2 emissions, a factor in global warming. Growing demand and the absence of any alternative energy source in the short or medium term, mean that this figure is likely to rise. Because climate change is a crucial phenomenon for the future of the planet, Air France- KLM considers that the airline industry should take its share of the responsibility. The group has accordingly set out an ambitious program with a resolute, pragmatic approach in a number of convergent areas that should guarantee its effectiveness towards reducing greenhouse gas emissions. To combat Climate change, Air France-KLM put in place its Climate Action Plan: Air France supports the Kyoto Protocol and the principle of pragmatic, realistic inclusion of the air transport industry in the EU Emissions Trading Scheme Air France continues to renew our aircraft fleet and support aviation research into improving energy efficiency and reducing CO2 emissions. We actively engage with our aircraft manufacturers. Air France provides our customers with information and a CO2 calculator that uses real operational data, and offer them opportunities for carbon compensation. Air France supports NGO environmental protection programs. Air France promotes research programs for renewable energy sources. Air France motivates the entire Air France-KLM group to follow on through environmental protection plans notably to reduce emissions generated by our ground operations. In line with our second commitment here above, Air France sets up a Fuel Action Plan to reduce its fuel consumption and thus its greenhouse gas emissions. The Fuel Action Plan aims at identifying all useless fuel consumption and set up short and long-term actions while maintaining our high safety level of its flights and without modifying its business model. This Fuel Action Plan identified 4 domains : Airspace Design and ATM tools : Air France took an active part on FAB and SESAR since the beginning of these initiatives launched by the European Commissions. We expect to save more than 60,000 tons of CO2 per year in 2013 and more than 150,000 tons of CO2 per year in Aircraft: in addition of aircraft renewal, Air France keeps on improving aircraft performance by reducing aircraft weight through an optimisation of the catering and a replacement of paper by electronic flight bag. Each kg saved per aircraft allows to save more 80 tons of CO2 per year. Fuel payload: since extra fuel is needed to carry on more fuel than necessary, Air France undertook actions to optimize the Fuel payload based on the daily conditions of the flight. Flight Management: in the context of AIRE initiative, Air France is already involved with French (ADP and DSNA) and American (FAA) Service Providers in optimizing the Flight Efficiency through flight procedure improvement in all phases of the flight from take-off to landing and including taxiing. DSNA Air France Page 12 / 59 SJU/LC/019-CTR/D2

13 3.1.2 The proposal Air navigation service provider activity is to ensure on all occasions the safety of the flights, in a fluid system, while satisfying the criteria of capacity, efficiency and sustainable development. Arriving traffic flows converge through busy airspace towards runways. The combination of regulations, technologies and actual procedures, associated with ground and embedded equipments causes an air traffic flow management of which rises sometimes route extensions, level off, which induce extra fuel consumption. On the basis of this report, what could be the ways of possible improvements which would authorize reductions of fuel consumption and CO2 emissions, by taking into account the complexity of the Parisian airports? The joint knowledge of the organization of airspace and procedures in Paris Terminal area that Air France and DSNA have, allows to consider the possibility of a realization of demonstrations which will highlight the achievable potential profits according to new procedures, innovative in terms of operational, economic and environmental efficiency. In the current context, these demonstrations will be carried out starting from actual technologies or extrapolated. These demonstrations will be carried out under the conditions of real traffic, following precise protocols worked out by the partners so that the requirements of safety of the flights and capacity of the airport system are not affected. Air France and the DSNA propose to develop projects aiming, on departure and arrival, facilitating joint and optimized management flights, at the time of operations concerning: Continuous Climb Departure Continuous Descent Approaches Tailored Arrivals Proposed demonstrations Projects Names Airports AIRE Domains CCD CDG_NW Paris-Charles de Gaulle Continuous Climbs Departure to US TA - CDG_NW Paris-Charles de Gaulle Tailored Arrivals from US CCD ORY_NW Paris-Orly Continuous climbs Departure to West Indies TA - ORY_NW Paris-Orly Tailored Arrivals from West Indies CDA ORY_O06 Paris-Orly Continuous Descent Approaches Table 1: List of proposed contractual demonstration projects In addition, three other demonstrations involving DSNA and Air France took place also in They are listed just below but are not detailed further in this report since they were not par of the contract. Proposed additional demonstrations Projects Names Airports AIRE Domains TA - ORY_SE Paris-Orly Tailored Arrivals from South East CDA CDG_NIGHT Paris-Charles de Gaulle Continuous Descent Approaches CDA TLS Toulouse-Blagnac Continuous Descent Approaches Table 2: List of proposed additional demonstration projects DSNA Air France Page 13 / 59 SJU/LC/019-CTR/D2

14 3.2 The project management plan Purpose of the document The Project Management Plan (PMP) document explains what the objectives of the project are, how it is to be implemented and controlled, that is conducted and successfully completed, especially taking care of all the risks associated to the project. It defines the products (and/or the services), the organisation, the tasks to be achieved, the resources and means to be assigned to the project, the schedule, the methodology, the rules and procedures to be followed, the relations with the Client. This PMP document sets out the totality of the activities making up the Project. Its field of application includes all of the Project participants. The PMP is a deliverable of the project (Deliverable D0) Organization of the project Organization of participants Client: The SJU Project Manager for the contract SJU/LC/019-CTR is Alain Siebert. Consortium structure: The consortium structure is defined as follows: Name of the involved companies Acronyms Contract Type Direction des Services de la Navigation Aérienne DSNA Coordinator Air France AFR Contractor DSNA project manager: The DSNA Project Manager (referred to as the Project Manager) takes overall responsibility for ensuring the project meets its technical and timing objectives. His responsibilities involve: Representing the consortium towards the SJU; Co-ordination of all development tasks activities between teams involved in the project, in order to ensure maximum effectiveness; Development of the project management plan (PMP) and all necessary procedures, orders, and directives to ensure that all project tasks are accomplished timely and effectively; Implementation of necessary reporting and control functions in all areas and analysis of data received through the study reporting and documentation and control system; Ensuring compliance of the programme activity by enforcing established quality assurance standards and procedures; Maintaining financial control of the project; Interface with other projects or organisations Air France partner project: A partner manager (PM) is nominated for Air France. The Partner Manager is in charge of: Co-ordination of all development tasks activities within his team; Management of the WPs for which his company is responsible (if any) and liaison with the Project Manager. He is particularly in charge of the WP deliverables, incorporating internal comments as well as review comments from SJU. Execution of all necessary procedures, orders, and directives to ensure that all project tasks are accomplished timely and effectively; Implementation of necessary reporting and control functions in all areas and analysis of data received through the study reporting and documentation and control system Location Each partner involved will work in their own premises: Paris XV, Athis-Mons, Brest, Paris-CDG, Paris-ORY. However, all of the flight trials have been carried out at Paris-CDG or Paris-ORY airports. DSNA Air France Page 14 / 59 SJU/LC/019-CTR/D2

15 Risk management A risk may be defined as an undesired event or a series of events that could prevent us to perform the flight demonstrations. Risks are treated through mitigation action plans to reduce the likelihood of the event materializing, thus increasing confidence in this proposal. Risk management has been conducted by: Philippe DEFAUW, department of operations project coordinator regarding ATM activities and impacts. Laurent RENOU, partner manager regarding Aircraft operator aspects Work breakdown structure WP0 Management & coordination WP1 WP2 WP3 WP4 WP5 Consolidation of the proposed demonstration plan Communication plan Preparation of experiments Operational demonstrations Demonstration and results analysis 3.3 The demonstration plan Demonstration and flight trials Accordingly with the contract SJU/LC/019-CTR terms of reference, the demonstration and flight trials plan covers terminal activities, mainly in the Paris TMA and in the Flight Information Region FRANCE. Air France and the DSNA propose to develop projects aiming at evaluating the following Operational Concept Element (OCE) conducted at different locations: Continuous Climb departure (North West Departure from CDG and Orly) Continuous Descent Approaches (at Orly from North West) Tailored arrivals (at CDG and Orly from North West) Each flight demonstration and trial project is considered as an integrated proof-of-concept evaluation related to an ATM concept that presents a potential to reduce CO2 emissions. In addition, noise impacts have been analyzed when green approaches have been experienced and impacted populations have been evaluated Planning Demonstrations were planned to commence in April 2009 and to end in October 2009, and they are concluded by a final report released end of Dec (this document). N Nom de la tâche 1 WP4 - Flight Trials and Demonstrations 2 T4.1 - Trials 1 - Continuous Climb from CDG to NW (Clb - CDG_NW) 3 T4.2 - Trials 2 - Tailored Arrivals to CDG from NW (TA - CDG_NW) 4 T4.3 - Trials 3 - Continuous Climb from ORY to NW (Clb - ORY_NW) 5 T4.4 - Trials 4 - Tailored Arrivals to ORY from NW (TA - ORY_NW) 6 T4.5 - Trials 5 - Continuous Descent Approach to ORY from NW (CDA - ORY_O0 Mar Avr Mai Jui Jul Aoû Sep Oct Risks A risk may be defined as an undesired event or a series of events that could prevent us to perform the flight demonstrations. Risks are treated through mitigation action plans to reduce the likelihood of the event materializing, thus increasing confidence in the demonstration plan achievement. There is always a risk that the conditions of the day prevent the flight trial to be performed correctly, meaning that the flight trial will have to be postponed. For such a reason, each flight trial has been planned as early as possible, from end of April 2009 until end of June Only the trial 5 CDA to ORY from North West is DSNA Air France Page 15 / 59 SJU/LC/019-CTR/D2

16 planned in September But the experience already gained on the existing CDA at ORY gives a great confidence that the improvement defined will be evaluated on time Communication plan In the context of AIRE project, communication had be understood as the objective to reach overall comprehension by a wide audience of environmental gains expected and measured due to innovative procedures regarding Terminal operations dedicated to capitalize on present avionics technologies for the reduction of CO2 emissions. Communication has focused on two targets: General communication, Project internal buy-in SJU Coordination had been required at program level to provide an overall AIRE communication channel throughout the various GND, TMA and Oceanic initiatives. SJU Communication guidelines have been delivered in February. We suggest that the publication of such guidelines would be followed by the organization of a meeting around AIRE communication where individual communication initiatives on flight trials would be exchanged with the aim of building an overall AIRE Communication Plan including all projects. In particular participation to events, exhibitions, conferences should be organized. DSNA, Air France and ADP (named the Consortium) decided to create a Supervisory Committee, in order to have better view on the project development at the high level, solve specific coordination issues if necessary and address any communication issues related to this contract as well as the AIRE Ground Movements contract (SJU/LC/016) led by ADP and where Air France and DSNA are also involved. DSNA Air France Page 16 / 59 SJU/LC/019-CTR/D2

17 4 TERMINAL OPERATIONS DEMONSTRATION AND FLIGHT TRIALS IMPLEMENTATION In order to maximize promotion of new green methods inside the Air traffic control centers and among the ATCo population and aircrews, it was decided to propose SJU not only one scenario of demonstration flight but several one's. They have been selected to take in account, traffic density, Airspace complexity, constraints and experience in management of evaluations, so that demonstrations will have different results and conclusions. 4.1 Overall planning Althrough many demonstrations were performed, the planning remained in line with the requirements of the SJU call for tender in terms of delays, with the end of operations by the end of The five contractual demonstrations were achieved according to the initial planning described in the demonstration and flight trials plan (D1). Out of the five optional demonstrations, two were postponed in 2010 (demonstrations N 7 CCD from ORY to SE and N 9 CDA to MRS) and two were postponed in Dec (demonstrations N 6 TA to ORY from SE and N 8 CDA to CDG by night). Nº Nom de la tâche 1 WP0 - Project Management 2 T0.1 - Project Plan 8 T0.2 - Coordination WP1 - Consolidation of proposed demonstration project 12 T1.1 - Demonstration scenarios and options 15 T1.2 - Implementation Plan 17 T1.3 - Demonstration Plan 19 T1.4 - Communication Plan 21 T1.5 - Demonstration Project and Trials Plan WP2 - Communication actions 28 European Aviation Summit ( Bordeaux) 29 ATC Global 2009 (Amsterdam) 30 Paris Air Show 2009 ( Paris-Le Bourget) 31 T2.1 - Preparing Communication Supports 33 T2.2 - Buy in Communication 35 T2.3 - Internal Communication 37 T2.4 - External Communication WP3 - Preparation of Experiments 41 T3.1 - Trials Preparation 42 Prep Trials Set 1 (May) : CCD - CDG_NW, TA - ORY_NW 43 Prep Trials Set 2 (June) : TA - CDG_NW, CCD - ORY_NW 44 Prep Trials Set 3 (Summer) : CDA - CDG_Night, CDA - MRS 45 Prep Trials Set 4a (Sept.) : CDA - ORY_O06 46 Prep Trials Set 4b (Sept.) : TA - ORY_SE, CCD - ORY_SE, CDA - TLS 47 T3.2 - Establishing Baseline WP4 - Flight Trials and Demonstrations 51 T4.1 - Trials 1 - Continuous Climb from CDG to NW (CCD - CDG_NW) 52 T4.2 - Trials 2 - Tailored Arrivals to CDG from NW (TA - CDG_NW) 53 T4.3 - Trials 3 - Continuous Climb from ORY to NW (CCD - ORY_NW) 54 T4.4 - Trials 4 - Tailored Arrivals to ORY from NW (TA - ORY_NW) 55 T4.5 - Trials 5 - Continuous Descent Approach to ORY from NW (CDA - ORY_O06) 56 T4.6 - Trials 6 - Tailored Arrivals to ORY from SE (TA - ORY_SE) 57 T4.7 - Trials 7 - Continuous Climb from ORY to SE (CCD - ORY_SE) 58 T4.8 - Trials 8 - Continuous Descent Approach to CDG during Night (CDA - CDG_Nig 59 T4.9 - Trials 9 - Continuous Descent Approach to MRS (CDA - MRS) 60 T Trials 10 - Continuous Descent Approach to TLS (CDA - TLS) WP5: Demonstrations Analysis and Results 63 T5.1 - Analysis of results 64 T Analyse Trials Set 1 (May) : CCD - CDG_NW, TA - ORY_NW 65 T Analyse Trials Set 2 (June) : TA - CDG_NW, CCD - ORY_NW 66 T Analyse Trials Set 3 (Summer) : CDA - CDG_Night, CDA - MRS 67 T Analyse Trials Set 4a (Sept.) : CDA - ORY_O06 68 T Analyse Trials Set 4b (Sept.) : TA - ORY_SE, CCD - ORY_SE, CDA - TL 69 T5.2 - Final Report 2009 Déc Jan Fév Mar Avr Mai Jui Jul Aoû Sep Oct Nov Déc DSNA Air France Page 17 / 59 SJU/LC/019-CTR/D2

18 4.2 Continuous Climb Departure from CDG Scenario and baselines. Based on the demonstration plan, idea is to design and evaluate new procedures or techniques to avoid level off phases during climb out depart from CDG to the West and North America destinations. The main constraints are the Orly northbound departing flow crossing the CDG departure procedure, and the traffic in and out of Great Britain in the UIR. For the purpose of the baseline against with we are going to compare the flight trials results, we have considered that only the level off segment is at FL100 and lasts about 5Nm in average. Scenario for the demonstrations is based on the following operational conditions: Limited period from April 27 th to May 7 th 2009 Low traffic conditions: Air France flights from CDG to North-America have to take off between 0830 and 0900 UTC and ACC sectors merged to facilitate the traffic from floor to ceiling instead of usual side to side management. Runway configuration: Only the runways used for westerly operations were available for the AIRE activities. And mainly the RWY 27L was the active runway for the EVX continuous climb departures. Selected flights Flight Destination Aircraft ETD AF012 KJFK A TU AF028 KIAD B TU AF036 KIAH B77W 0830 TU AF050 KORD A TU AF090 KMIA B TU Dedicated procedures Dedicated letters of agreements defined the conditions of coordination and management of the demonstration flights and each stakeholder delivered special orders for aircrews and ATCo s. This dedicated procedure is defined in the local ATCC temporary documents: For CDG APP: CTL N 13/C/09 dated on April 22sd, 2009 For Paris ACC: CTO N 09CTO02dated on April 15 th, 2009 For Brest ACC: E/CPE/09/90 dated on April 23 rd,,2009 For AFR: NT 09_03 dated April 21 st, 2009 Procedure summary: Strict adherence by ATCo and pilots to the published SID. If necessary, tactical management (RADAR Vectors) of the continuous climb regarding interfering traffic climbing northbound from ORY was provided to demonstrating aircraft. When no interfering aircraft were spotted, demonstration flights were transferred by APP to ACC cleared to the highest flight level usable in the TMA (FL180). At first contact with Paris ACC pilots forward the estimated FL over EVX and SENLO WP s from the FMS. Manual coordination by ACC Paris from TH/LN to UK then XS. Strip reprint and rerouting to the correct position of control. Manual handover from ACC Paris to Brest ACC. Internal coordination within Brest ACC sectors prior to handover to NATS. DSNA Air France Page 18 / 59 SJU/LC/019-CTR/D2

19 Fixed routing A route has been selected for the demonstration flights departing daily from CDG to North America: RWY26 or 27 > EVX > RUBIX > SENLO > JSY > LIZAD and RATKA; The flight plans had to be filed as usual. Vertical profiles Along the dedicated routes chosen by the stakeholders, vertical profiles have been designed accordingly with aircraft performances for a range of TOW. At the first radio contact, these profiles were coordinated by Air France with ATCC in order to check the feasibility of the proposed departures in the control sectors. Estimated FL at waypoints EVX RUBIX A/C TOW (T) FL FL A330 B B Illustration for continuous climb departure operations in control sectors DSNA Air France Page 19 / 59 SJU/LC/019-CTR/D2

20 4.2.2 Objectives of the demonstration DSNA and AFR designed and operated a new departure procedure for some Air France flights departing CDG towards North America. Collaborative management of the flight have permitted the transmission of accurate ETA and FL in the control sectors managed by DSNA in order to clear the flight to its required flight level on a continuous climb basis. The objective of this set of trials is to measure the fuel saved by the implementation of the Continuous Climb Departure while assessing the impact on safety, capacity and impacts on neighboring air traffic, as well as pilots and controllers workload. We take advantage of this demonstration in order to assess the FMS trajectory predictability and see up to which extend this information sent to the planner controller could be of any help to him/her in order to accommodate the Continuous Climb Departure. The end goal is to go towards SESAR concept of Operations regarding the Business Trajectory exchange and investigate what is needed for ANSP to accommodate it Results Participants According to the conditions of the demonstrations protocol, mainly runways configurations restrictions, the demonstration period was limited to 6 days when the runways 26 and 27 were active at CDG airport. Among a total of 30 expected flights during the period of evaluation 12 have successfully realized the demonstration. The others have been cancelled for demonstration due to traffic load in the sectors (1) and rerouting on alternate SID (17). Dates Flights AFR012 JFK - A332 AFR028 IAD - B772 AFR036 IAH - B77W AFR050 ORD - A332 AFR090 MIA - B744 Runway Configuration 27/04/2009 West West West RATUK West West 28/04/2009 RATUK West West RATUK KOKOS West 29/04/2009 East Config. East 30/04/2009 East Config. East 04/05/2009 KOKOS West KOKOS West KOKOS West 05/05/2009 KOKOS KOKOS KOKOS West PEPON West 06/05/2009 KOKOS West RATUK Not operated KOKOS West 07/05/2009 West West RATUK RATUK KOKOS West RADAR data analysis RADAR data analysis has been realized by replaying records at CDG. The records have highlighted the continuous climbs performed by the demonstration flights departing CDG to North America. The pictures below give illustrations of the AFR028 flights vertical profiles when departing CDG for a CCD evaluation. Jun 28, AFR 028-continuous climb to FL 360 Jun 28, AFR 036-continuous climb to FL 350 DSNA Air France Page 20 / 59 SJU/LC/019-CTR/D2

21 Controllers and pilots feedback Controllers feedback Controller feedback files collected from ops room report that no action were necessary to solve safety issues during the demonstrations. The multiple vertical profiles of the flights have required numerous tactical coordination between ATCo s. They have significantly increased the controller workload, and in particular those of the planning controller. From ATCo s point of view, pilots have correctly applied the demonstration protocol by sending on time all estimated times and flight level over waypoints on the dedicated routes. So except for one flight, the other 12 demonstration flights were in position to perform the continuous climb from take off to their required flight level Pilots feedback We received a lot of Pilot feedbacks : more than 50% (7 pilot feedbacks) which is very high and already a good indicator of how well it was perceived. The pilots feedbacks were composed of following parts: 1. Check of the accuracy of the FMS prediction in the vision of the future Trajectory Based Operations At the ground (about 30minutes before departure once the fuel is loaded), the crew were requested to take note of the FL at EVX and RUBIX. At first contact with Paris ACC, the crew was required to inform Paris ATCO of the FL when crossing EVX and RUBIX (coordination point between Paris ACC et Brest ACC). This was requested in order to asses the accuracy of the FMS prediction. The accuracy of the prediction of the FL when crossing EVX and RUBIX was fairly good to within 1000ft while the aircraft is still on the ground. This assessment proves that FMS prediction is rather good and it will be very valuable if the ATC Ground system could benefit from such a prediction. However it should be noted that in these flight trials, the flights were departing facing West heading almost towards those 2 points. The accuracy should be measured in the other runway configuration (facing East) before drawing conclusion on the FMS accuracy. Nevertheless the goal to forward the FMS trajectory to the Air Trafic Control System in order to ease the coordination between ATCO is still valid. 2. Comments on the coordination with ATC When reported by the crew, the coordination with ATC was reported between good and excellent. 3. General Comments Pilots reported encouraging comments since the continuous climb in high density area is a burning request from the crews, even if it is understood that with the current system, continuous climb could only be managed tactically. The procedure is reported as more simple, reducing the pilot workload, providing some fuel savings and certainly felt more confortable for the passengers Fuel burn and emissions The fuel savings were assessed by using the flight data analysis system. We were allowed to extract from the flight data base for every second the following information : Time, Altitude, Lat/long, Speed (CAS, Mach, TAS, GS, VS), Engine Thrust (in %), Fuel consumption, Wind (Speed and Direction), Weight. Based on this information and in comparison with the Baseline, we were able to calculate the fuel savings. In the example just below (showing FL, Fuel flow and Engine Thrust depending on the time), drawn from one flight trial that happened on A332, the climb phase was continuous until TOC at FL 380. DSNA Air France Page 21 / 59 SJU/LC/019-CTR/D2

22 Alt (ft) & FF(kg/min) ALT_STDC Fuel Flow Engine Thrust (%N1) %N :33:51 09:35:04 09:36:17 09:37:30 09:38:43 09:39:56 09:41:09 09:42:22 09:43:35 09:44:48 09:46:01 09:47:14 09:48:27 09:49:40 09:50:53 09:52:06 09:53:19 09:54:32 09:55:45 09:56:58 09:58:11 09:59:24 10:00:37 10:01:50 10:03:03 10:04:16 10:05:29 10:06:42 10:07:55 10:09:08 10:10:21 10:11:34 Time In the second example just below (showing FL, Fuel flow and Engine Thrust depending on the time), drawn from one flight trial that happened on B747, the climb phase was continuous until TOC at FL Alt (ft) & FF(kg/min) Flight Level Fuel Flow Engine Thrust (%N1) %N :50:31 08:51:50 08:53:09 08:54:28 08:55:47 08:57:06 08:58:25 08:59:44 09:01:03 09:02:22 09:03:41 09:05:00 09:06:19 09:07:38 09:08:57 09:10:16 09:11:35 09:12:54 09:14:13 09:15:32 09:16:51 09:18:10 09:19:29 09:20:48 09:22:07 09:23:26 09:24:45 09:26:04 09:27:23 09:28:42 09:30:01 09:31:20 Time 0 In the third example below (showing FL, Fuel flow and Engine Thrust depending on the time), drawn from one flight trial that happened on B777, the climb phase was continuous until TOC at FL 360. DSNA Air France Page 22 / 59 SJU/LC/019-CTR/D2

23 Alt (ft) Flight Level Fuel Flow Engine Thrust (%N1) %N1& FF(kg/min) :55:36 08:56:36 08:57:36 08:58:36 08:59:36 09:00:36 09:01:36 09:02:36 09:03:36 09:04:36 09:05:36 09:06:36 09:07:36 09:08:36 09:09:36 09:10:36 09:11:36 09:12:36 09:13:36 09:14:36 09:15:36 09:16:36 09:17:36 09:18:36 09:19:36 09:20:36 09:21:36 09:22:36 09:23:36 09:24:36 09:25:36 09:26:36 Time 0 Compared with the Baseline (level off during 5Nm at FL100), the additional fuel consumption depends on the aircraft type leading to the following total of additional fuel consumption. This additional fuel consumption calculated is based on the difference of fuel consumption between a level off segment at FL100 with a level off segment at the cruising FL. Add. Fuel consumption A330 B777 B747 Per Nm 5 kg/nm 5 kg/nm 6 kg/nm Total fuel savings 25 kg 25 kg 30 kg Noise During the continuous climb departures evaluations the flights performed the standard instrumental departure (SID) as published in AIP FRANCE, with no difference with the usual depart procedures. So, no noise impacts were expected during the demonstrations and no difference was noticed or even measured by the tracking monitoring system Impacts on safety and capacity From ATCC position So that CCD evaluations may be granted in real life conditions, dedicated procedures have been defined to maintain the highest level of safety inside the controlled airspace. These procedures have been followed by special instructions to aircrews and controllers, with no safety issues highlighted after appropriate safety studies. The conditions of evaluations, already described in the scenario were the following: Low peak period in sectors Dedicated SID Runway use Wind configuration Dedicated routes DSNA Air France Page 23 / 59 SJU/LC/019-CTR/D2

24 Respect of the conditions of evaluations has permit to limit the impacts on sectors capacity during the demonstrations. Only one flight was subject to tactical limitation on the frequency due to traffic load in XJ-XS Brest ACC sectors. CDG have noticed some safety issues regarding the ORY northbound departure flow crossing the CDG continuous climb procedures. The crossing operations needed extra coordination between CDG departing sectors, notably regarding twin parallel runway departure operations. Feedback analysis files highlight that ACC workload increase because of the way of management of these special flights continuously climbing to TOC. Flights management is performed by direct coordination between sectors, with some interruption of the strip routing in the ATM system. In these cases, controllers had to reprint strip and forward them manually to the current control position instead of the standard dedicated control position. This additional coordination was basically realized by the planning controller whose workload was increased and attention was focused on this flight. Due to the protocol and the special instructions applied for the continuous climb demonstrations, the impacts in terms of capacity of the flight trials were not measured, but ATCC said that the workload increased by 90% with a direct impact on the capacity From the cockpit crews From the cockpit side, the procedure is more simple since it reduces pilot intervention and thus reduces the risk of errors. As such, it is considered as safer Summary of Continuous Climb Departure from CDG flight trials Nb of candidate flight trials Fuel savings per flight (West Cfg) Total Fuel savings by the flight trials Potential Annual Total Fuel savings Total savings by the flight trials Continuous Climb Departure from CDG 40 Nb of flight trials achieved kg 0,3 tons Total CO2 savings by the flight trials 1 tons N/A Potential Annual Total CO2 savings N/A 0,18 k Potential Annual Total savings N/A The table just above details: The number of flight trials achieved : 12 flight trials, The fuel and CO2 savings achieved by the flight trials : 0,3 ton of fuel and about 1 ton of CO2, The potential annual fuel and CO2 savings that could be achieved by this procedure could not be actually assessed since it has not been proven that this procedure could be put in operation, Next steps Air France viewpoint: The fuel savings is not so significant per flight: less than 30 kg. In addition, whereas a continuous climb departure is performed on a daily basis at the tactical level if the traffic condition permits, we cannot still conclude that it could be possible at the pre-tactical level. DSNA point of view: Continuous climb are often granted when tactically possible. For pre tactical or permanent possibility for CCD to be performed, there is a need of new TMA design which may be included in the DSNA workload planning. DSNA Air France Page 24 / 59 SJU/LC/019-CTR/D2

25 4.3 Continuous Climb Departure from ORY Baseline and scenario Based on the demonstration plan, idea was to design and evaluate new procedures or techniques to avoid level off phases during climb out departs from ORY to the French West Indies destinations and to measure the environmental benefits of such procedures. The main constraints are the traffic flows crossing from north to south (London, and CDG arrivals) in the west of ORY. Actual design of the airspace takes into account these constraints and evaluations aim to erase them during the climb. For the purpose of the Baseline against which we are going to compare the flight trials results, we will consider that only the level off segment that is at FL120 and lasts about 15Nm in average. Scenario for the demonstrations is based on the following operational conditions: Limited period: From June 2 sd to June 12 th Airport configuration: Air France flights from ORY to French West Indies have to take off from RWY24, facing West. Selected flights Flight Destination Aircraft ETD AFR620 Pointe à Pitre B TU AFR652 Fort de France B TU AFR624 Pointe à Pitre B TU AFR656 Fort de France B TU Dedicated procedures: Dedicated letters of agreements defined the conditions of coordination and management of the demonstration flights and each stakeholder delivered special orders for aircrews and ATCo s. This dedicated procedure is defined in the local ATCC temporary documents: For ORY APP: CTL N 52/09 dated on May 29 th, 2009 For Paris ACC: CTO N 09CTO04 dated on May 22sd, 2009 For Brest ACC: E/CO/09/111 dated on May 20 th, 2009 For AFR: NT 09_12 dated on May 25 th, 2009 Summary of the procedure: Flight plan is filed as usual, and before taxi-out, pilots have to insert the following constraint in the FMS: 22Nm before MLN56, FL100 below (under southbound CDG departure) 15Nm before MLN56, FL120 below (under CDG arrivals from South-west). ORY preflight warns ORY DEP position of the green flight start up that coordinate the flight with TH/LN Paris ACC sectors. After tactical management of the flight in the TMA regarding traffic in and out of CDG, handover from APP to Paris ACC. At first contact with Paris ACC, pilots forward, from the FMS, the estimated FL over LGL and GALBO on the dedicated route (shared business trajectory) Some anticipated coordination is organized between all sectors to clear as soon as possible the aircraft to the highest FL available until the TOC is reached. As required, strip reprint to appropriate position have to be done for coordination. Compatibility of the flight trial with traffic flying UN859 have to be assumed by tactical actions (speed, direct routing, etc ). DSNA Air France Page 25 / 59 SJU/LC/019-CTR/D2

26 Fixed routing A route has been selected for the demonstration flights departing daily from ORY to North Atlantic: RWY24 > LGL > GALBO > KOKOS > UM 491 Vertical profiles Air France coordinated the expected flight level with ATCC in order to grant the continuous climb across the control sectors at LGL beacon, GALBO and KOKOS points. The information passed trough the ATC positions is expected to allow the continuous climb within the live traffic. Instructions to the pilots were to forward the estimated FL over GALBO to Paris ACC as soon as the FMS provides the accurate information. The main issue was to manage the CCD with the arrival flow to CDG (see below). Arrivals to CDG AIRE vertical profile Current westbound climb operations Objectives of the demonstration DSNA and Air France designed and operated a new departure procedure for some Air France flights departing ORY towards the French West Indies. In that particular case, the constraints are important regarding airspace design and heavy traffic flows crossing the demonstration flight courses outbound ORY. From that organization, the objective of the implementation of the continuous climb departure from ORY is to evaluate the fuel saving and operational impact on the air traffic as well as the involvement of different ATCC than those previously involved by similar procedure at other airports. Like for the Continuous Climb Departure from CDG, we will take advantage of this demonstration in order to assess the FMS trajectory predictability and see up to which extends this information sent to the planner controller could be of any help to him/her in order to accommodate the Continuous Climb Departure. The end goal is to go towards SESAR concept of Operations regarding the Business Trajectory exchange and investigate what is needed for ANSP to accommodate it. DSNA Air France Page 26 / 59 SJU/LC/019-CTR/D2

27 4.3.3 Results Participants The participants were the following ATCC dealing with the Air France demonstration flights. Paris-Orly APP Paris ACC Brest ACC Only 4 candidates flights were actually in the conditions to perform the flight trials, indeed: Facing West was the first condition to perform the continuous climb : actually due to weather conditions, LFPO was facing East during the first week and the last day of the flight trials The second condition was the specified routing via LGL-GALBO-KOKOS : actually the optimum FPL filed for these candidates flights were routed differently except for 4 candidate flights. However, due to traffic, the flight trial has to be cancelled for 2 flights: o AF620 on 08 th June had a level off at FL80 o AF652 on 09 th June had a level off at FL120: this flight is actually what the baseline looks like Finally two flights perform the flight trials AFR 620 from ORY to Pointe à Pitre on June 9 th, AFR 652 from ORY to Fort de France on June 8 th, RADAR data analysis RADAR data records have been collected after the demonstrations ended to verify the vertical profiles of the flight trials performed by the two Air France B777 flights. Both of them have successfully performed a continuous climb departure through the real traffic in the ACC sectors. June 9 th, AFR CCD to TOC FL320 June 9 th, AFR 620 CCD to TOC FL320 with sectors DSNA Air France Page 27 / 59 SJU/LC/019-CTR/D2

28 Controllers and pilots feedback Controllers feedback Considering the complexity of the airspace and the demand of capacity in the area of operations, it is proved that diverging from standard climb operations is very difficult. Performing continuous climb departure from ground up to top of climb requires numerous manual coordination and increase controller workload to anticipate future separations between aircraft in continuous vertical evolutions. It is said that during normal period of operations, appropriate clearances are delivered to crew to jump on required FL as soon as possible within the framework of the LoA s. RADAR data analysis shows this fact very clearly as well as the leveling phases when ATCo have to separate ORY departure with conflicting traffic. During the trials, at some occasions, when useful, RADAR headings were given to non participating flights to permit continuous climb to be executed. But most of the time, when departing aircraft have to cross traffic flow inbound CDG in the first row, then the traffic flows in and out of the London FIR, the only remaining solution was to strictly adhere to the standard operations defined in the LoA s. So, it happened once, that trial in progress was cancelled due to heavy traffic load in Paris ACC sectors. In that demonstration case, the main issue remains the way to permit CCD through out the south west inbound traffic flow to CDG located around 30 nm west of Orly. From ATCo s point of view participating to the demonstrations, safety was never engaged during the trials Pilots feedback Unfortunately, out of the 2 flight trials, no pilot feedback was received Fuel burn and emissions The fuel savings were assessed by using the flight data analysis system. We were allowed to extract from the flight data base for every second the following information : Time, Altitude, Lat/long, Speed (CAS, Mach, TAS, GS, VS), Engine Thrust (in %), Fuel consumption, Wind (Speed and Direction), Weight. Based on this information and in comparison with the Baseline, we were able to calculate the fuel savings. In the first example just below, the climb is interrupted at FL080 due to traffic. The level off lasted slightly more than 2 minutes (about 11 Nm). The additional fuel consumption is estimated at around 9 kg/nm at FL080 (compared with the actual fuel consumption at the cruising flight level), leading to a total of additional fuel consumption of 100kg Alt (ft) & FF(kg/h) %N1 Flight Level Fuel Flow :25:53 10:26:52 10:27:51 10:28:50 10:29:49 10:30:48 10:31:47 10:32:46 10:33:45 10:34:44 10:35:43 10:36:42 10:37:41 10:38:40 10:39:39 10:40:38 10:41:37 10:42:36 10:43:35 10:44:34 10:45:33 10:46:32 10:47:31 10:48:30 10:49:29 10:50:28 10:51:27 10:52:26 10:53:25 10:54:24 10:55:23 10:56:22 Engine Thrust (%N1) 0 Time DSNA Air France Page 28 / 59 SJU/LC/019-CTR/D2

29 In the second example just below, the climb is interrupted at FL120 due to traffic. The level off lasted about 4 minutes (about 24 Nm). The additional fuel consumption is estimated at around 5 kg/nm at FL120 (compared with the actual fuel consumption at the cruising flight level), leading to a total of additional fuel consumption of 100kg Alt (ft) & FF(kg/h) %N1 Flight Level Fuel Flow Engine Thrust (%N1) :48:00 11:48:58 11:49:56 11:50:54 11:51:52 11:52:50 11:53:48 11:54:46 11:55:44 11:56:42 11:57:40 11:58:38 11:59:36 12:00:34 12:01:32 12:02:30 12:03:28 12:04:26 12:05:24 12:06:22 12:07:20 12:08:18 12:09:16 12:10:14 12:11:12 12:12:10 12:13:08 12:14:06 12:15:04 12:16:02 12:17:00 12:17:58 12:18:56 Time In the third example just below, drawn from one flight trial that happened on B777, the climb phase was continuous until TOC at FL Alt (ft) & FF(kg/h) %N1 Flight Level Fuel Flow :20:31 10:21:30 10:22:29 10:23:28 10:24:27 10:25:26 10:26:25 10:27:24 10:28:23 10:29:22 10:30:21 10:31:20 10:32:19 10:33:18 10:34:17 10:35:16 10:36:15 10:37:14 10:38:13 10:39:12 10:40:11 10:41:10 10:42:09 10:43:08 10:44:07 10:45:06 10:46:05 10:47:04 10:48:03 10:49:02 10:50:01 10:51:00 Engine Thrust (%N1) 0 Time DSNA Air France Page 29 / 59 SJU/LC/019-CTR/D2

30 Noise During the continuous climb departures evaluations the flights performed the standard instrumental departure (SID) as published in AIP FRANCE, with no difference with the usual depart procedures. So, no noise impacts were expected during the demonstrations and no difference was noticed or even measured by the tracking monitoring system Impacts on safety and capacity From ATCC position So that CCD evaluations may be granted in real life conditions, dedicated procedures have been defined to maintain the highest level of safety inside the controlled airspace. These procedures have been followed by special instructions to aircrews and controllers, with no safety issues highlighted after appropriate safety studies. The conditions of evaluations, already described in the scenario were the followings: Low peak period in sectors Dedicated SID Runway use Wind configuration Dedicated routes At no time safety has been engaged. Respect of the conditions of evaluations has permitted to limit the impacts on sectors capacity during the demonstrations. Only one flight was subject to tactical limitation on the frequency due to traffic load in order to maintain capacity and safety (thunderstorms in the area) in TP-HN Paris ACC sectors. Feedback analysis files highlight that ACC workload increase because of the way of management of these special flights continuously climbing to TOC. Flights management is performed by direct coordination between sectors, with some interruption of the strip routing in the ATM system. In these cases, controllers had to reprint strip and forward them manually to the current control position instead of the standard dedicated control position. This additional coordination is basically realized by the planning controller when the radar controller controls the aircraft. Coordination increased the workload in the sectors and in the TMA. Due to the protocol and the special instructions applied for the continuous climb demonstrations, the impacts in terms of capacity of the flight trials were not measured but still they remain significant from ATCC point of view From cockpit crews From the cockpit side, the procedure is more simple since it reduces pilot intervention and thus reduces the risk of errors. As such, it is considered as safer Summary of Continuous Climb Departure from ORY flight trials Nb of candidate flight trials Fuel savings per flight (West Cfg) Total Fuel savings by the flight trials Potential Annual Total Fuel savings Total savings by the flight trials Continuous Climb Departure from ORY 36 Nb of flight trials achieved 2 100kg 0,20 tons Total CO2 savings by the flight trials 0,63 tons N/A Potential Annual Total CO2 savings N/A 0,12 k Potential Annual Total savings N/A The table just above details: The number of flight trials achieved : 2 flight trials, The fuel and CO2 savings achieved by the flight trials : 0,2 tons of fuel and about 0,6 ton of CO2, The potential annual fuel and CO2 savings that could be achieved by this procedure could not be actually assessed since it has not been proven that this procedure could be put in operation, DSNA Air France Page 30 / 59 SJU/LC/019-CTR/D2

31 4.3.5 Next steps Air France viewpoint: The fuel savings are not so high per flight about 100kg. In addition, whereas a continuous climb departure is performed on a daily basis at the tactical level if the traffic condition permits, we cannot still conclude that it could be possible at the pre-tactical level. To go further towards the implementation of the Continuous Climb departure in high density airspace, traffic prediction needs be improved. Based on the same flight trials that occurred at CDG, FMS prediction is quite accurate and it would be interesting to exchange the FMS trajectory with the ATC Ground system. DSNA point of view: For permanent continuous climb operations from ORY, there is a need of a redesign of the procedures in Paris TMA, and in particular regarding procedures from South-west via ODRAN to CDG. Such reorganization might be planned in the regular Paris TMA airspace and procedure workload planning. 4.4 Tailored arrivals to CDG Scenario and baseline Based on the demonstration plan, the aim of this set of trials was to design and evaluate new procedures or techniques to avoid level off phases during the descents from cruise level to the Initial Approach Fix. This set of demonstration flights concerned Air France flights from North America to Paris-Charles de Gaulle. Tailored arrivals have been designed and procedures fixed to permit the arrivals to the Initial Approach Fix (IAF) and the waypoint (WP) ending the down wind leg. As the baseline used (based on the current operations), the arrival flight has to be at the IAF (MERUE) at FL110 followed by a level off at FL110 until the WP ending the downwind leg. The main constraints are the traffic flows crossing in and out London TMA in the west of CDG and the northbound flow departing CDG. Scenario for the demonstrations is based on the following operational conditions: Limited period: From Jun 15 th to Jun 26 th 2009 (weekend excluded), and ETA before 0430 UTC. Airport configuration: The two configurations were available for this set of trials. So Air France flights from North America to CDG had the opportunity to land on any runways available. It was agreed that the demonstrations began at the TOD and ended at the waypoint MERUE to the RWY 08 and RWY 09 or at the VOR CRL to the RWY 26 and RWY 27. Selected flights Flight Destination Aircraft ETA AFR023 New York JFK B TU AFR039 Washington B TU AFR337 Boston B TU AFR345 Montreal B TU AFR353 Toronto B TU AFR489 Saint Martin A TU Dedicated procedures Dedicated letters of agreement defined the conditions of coordination and management of the demonstration flights and each stakeholder delivered special orders for aircrews and ATCo s. This dedicated procedure is defined in the local ATCC temporary documents: For CDG APP: COT N 35/C/09 dated on June 12 th, 2009 For Paris ACC: CTO N 09CTO06 date on June 3 rd, 2009 DSNA Air France Page 31 / 59 SJU/LC/019-CTR/D2

32 For Brest ACC: E/CO/ dated on June 10 th, 2009 For AFR: NT09_11 dated on June 8 th, 2009 Procedure summary: At first radio contact with Brest ACC, pilots announce green. CDG configuration is passed back to the pilots for the selection of the appropriate route to the active RWY at CDG. Then, pilots forwarded the TOD point to Brest ACC which assumes all coordination with ist sectors and with Paris ACC. Reaching the TOD, Brest ACC clear down the aircraft through sectors X and J with strip reprint. Handover to Paris ACC with FL and ETA coordinated, and then to CDG APP to either FL 90 at MERUE or FL 150 at MERUE to CRL. Fixed routing Two routes have been selected for the demonstration flights arriving daily from North Atlantic to CDG: INGOR > INGOR > DVL > SOKMU > MERUE>CRL>RWY27-26 INGOR > INGOR > DVL > SOKMU > MERUE>RWY09-08 Vertical profiles Air France coordinated the expected flight level with ATCC in order to grant the continuous descent from the TOD across the ACC s control sectors. Depending of the runways in use at CDG the flight levels over MERUE were different: When facing west it was required to aim the FL 150 at MERUE with IAS 250 kts, then the FL 110 at CRL with IAS 220 kts, then radar vectoring to runway 27 or 26. When facing east, the FL 90, speed down to IAS 250 kts passing FL100, was required at MERUE then radar vectoring to runway 09 or 08. Pilots had to inform ACC with the expected TOD location and the estimated FL at a dedicated WP along the descent, so that the ATCC have the possibility to manage the tailored arrival in the control sectors and give proper separations with conflicting traffics Objective of the demonstration DSNA and Air France designed and operated a new tailored arrival procedure for some Air France flights arriving at CDG from North Atlantic. At some occasions in the recent past, some similar green tracks operations have been successfully conducted by the stakeholders from TOD to MERUE. They were organized in both runway configurations. This set of trials in an enhanced evolution of the previous trials, and concerns both configurations at CDG (East & West) with the objective of erasing the actual segment at steady flight level between MERUE and CRL, when CDG was facing west. Objectives are to manage full tailored arrivals in both configurations and to go further with more precise coordination procedures between stakeholders. In that particular case, the constraints are important regarding airspace design and heavy traffic flows crossing the demonstration flights courses. DSNA Air France Page 32 / 59 SJU/LC/019-CTR/D2

33 From that, the objective of the implementation of the tailored arrivals inbound CDG is to evaluate the fuel saving and operational impact on the air traffic when the whole descent is performed from TOD to the last WP prior to RADAR vectors to final approach Results Participants The participants were the following ATCC dealing with the Air France demonstration flights. Paris-Charles de Gaulle APP Paris ACC Brest ACC According to the conditions of evaluations, 60 Air France flights were expected to participate to the demonstrations. Among then, 37 trials have been conducted, with 29 when CDG was facing west and 8 when CDG was facing east. Flights Dates AFR023 JFK - B772 AFR039 IAD - B772 AFR337 BOS - B744 AFR345 YUL - B744 AFR353 YYZ - B744 AFR489 SXM - A343 15/06/2009 Too late ETIKI-ANG West 16/06/2009 Not operated ETIKI-ANG West 17/06/2009 Not operated West 18/06/2009 West 19/06/2009 West Runway Configuration 22/06/2009 XIDIL-DPE XIDIL-DPE XIDIL-DPE XIDIL-DPE XIDIL-DPE Not operated East 23/06/2009 XIDIL-DPE XIDIL-DPE XIDIL-DPE XIDIL-DPE XIDIL-DPE NTS-ANG East 24/06/2009 LATGO-BALOD XIDIL-DPE Not operated East 25/06/2009 NTS-ANG East 26/06/2009 LATGO-BALOD Not operated West Controller and pilots feedback Controller feedback The workload is said to be significantly increased by the operations, and no safety cases were recorded during the realization of the trials, whatever was the runway configuration at CDG or the traffic load in ACC s sectors. From ACC s the point, when accurate TOD is given by crew, it increases the ATC ability to manage the flight in descent through sectors to APP. The issue is that this TOD point is not a fixed point, so anticipation to provide separations and to organize coordination are more difficult to evaluate. The balance of responsibilities between ATC and Crews is not standardized in such operations, so controlling aircraft in sectors require more manual coordination and suppose expectations from ATC. In other terms, the management of the flight is more shared by stakeholders ( on the flight path) than in standard arrivals where all operations are dealed by ATC regarding safety, capacity and traffic constraints. From approach control center point of view it was noticed that most of the aircraft having performed a tailored arrival from TOD to the IAF, have expedited continuous descent approaches from the IAF to the touch down, even when radar vectors were applied for LLZ interceptions. Coordination process still needs to be improved to permit more fluent handover between ACC and APP. Although tailored arrivals demonstration flights were conducted during low peak activities, so when demand is below the capacity, the impact of these flights on the capacity is significant due to the need of more human ressources to manage them Pilots feedback. We received a lot of Pilot feedbacks : more than 50% (16 pilot feedbacks) which is very high and already a good indicator of how well it was perceived. The pilots feedbacks were composed of several parts: 1. Check of the accuracy of the FMS prediction in the vision of the future Trajectory Based Operations DSNA Air France Page 33 / 59 SJU/LC/019-CTR/D2

34 At the 1 st contact with Brest ACC the crew were required to inform Brest ATCO of the position of the TOD compared to DVL and FL when crosing DVL. This was requested in order on one hand the ATCO to better manage the tailored arrival and on the second hand to assess the accuracy of the FMS prediction. The accuracy of the prediction of the TOD was excellent to within 1 Nm. The accuracy of the prediction of the FL when crossing DVL was also good to within 500ft, the difference was mainly due to a direct routing given before DVL by the ATCO. This assessment proves that FMS prediction is rather excellent and could be used to improve air traffic management. Indeed, if FMS trajectory were known by the Air Trafic Control System and presented to the ATCO, no doubt this would ease the coordination between ATCO and thus reduces their workload. 2. Check whether speedbrakes were needed Some pilots reported the use of speed brakes. The main reason for such a use is because of the actual tail wing was higher than the one entered into the FMS. This means the the TOD calculated and followed were too optimistic and flights were above the descent path. The suggestion in order to solve this issue is to upload the latest wind forecast before the descent, as this is requested in the Tailored Arrival at Miami. 3. Comments on the use of automatismes Some pilots reported that actually following such a procedure is more simple since there is less intervention and thus reducing the risk of error. This procedure is considered safer since it reduces the risk of error. 4. Comments on the coordination with ATC In more than 75% of the case, coordination with ATC was reported between good and excellent. 5. General Comments The procedure is reported as more simple, reducing the pilot workload, providing some fuel savings and certainly felt more confortable for the passaengers. Finally, many pilots reported to put this procedure in operation as soon as possible RADAR data analysis RADAR data analysis has been realized by replaying records at CDG. It shows that the usual phases of steady flight level observed on standard operations have been erased of the vertical profiles of the demonstration flights from TOD until MERUE and CRL last waypoint before RADAR vectors to LLZ. Usually a 25 nm segment is flown at FL 280, and another (26 nm long) is flown on downwind from MERUE to CRL at FL 110. It was noticed some short segments at steady altitudes. They do not mean that extra power was applied on engines, but they were basically the consequence of speed reductions with no negative impacts on gas emissions. Among the 37 participating aircraft, 25 did performed full CDA s from Top of Descent to the LLZ interceptions, even when RADAR vectors were provided by APP during the performances of the demonstrations. Sample of vertical profiles performed by AFR 023 on June 16 th, and AFR 489 on June 19 th. Sample of vertical profile through ACC sectors to CDG, by AFR 353 on June 15 th. DSNA Air France Page 34 / 59 SJU/LC/019-CTR/D2

35 Fuel burn and emissions The fuel savings were assessed by using the flight data analysis system. We were allowed to extract from the flight data base for every second the following information : Time, Altitude, Lat/long, Speed (CAS, Mach, TAS, GS, VS), Engine Thrust (in %), Fuel consumption, Wind (Speed and Direction), Weight. Based on this information and in comparison with the Baseline, we were able to calculate the fuel savings. In addition, from this information we were also able to calculate the optimum fuel consumption and thus to calculate the additional fuel savings that remain possible. The figure just below shows the vertical profile and the fuel consumption as well as the optimum fuel consumption, allowing to calculate the additional fuel savings that remain possible. Altitude Vertical Profil and Fuel consumption Fuel Flow Fuel Flow in Idle Engine Thrust INGOR DVL MERUE CRL Alt & FF(kg/h) :48:34 02:50:05 02:51:36 02:53:07 02:54:38 02:56:09 02:57:40 02:59:11 03:00:42 03:02:13 03:03:44 03:05:15 03:06:46 03:08:17 03:09:48 03:11:19 03:12:50 03:14:21 03:15:52 03:17:23 03:18:54 03:20:25 03:21:56 03:23:27 03:24:58 03:26:29 03:28:00 03:29:31 03:31:02 03:32:33 03:34:04 03:35:35 03:37:06 %N1 Continous descent from TOD to MERUE => no additional fuel consumption Almost Continous descent from MERUE to CRL => additional fuel consumption ~20kg Time In the example drawn from one flight trial that happened on B777, the descent from TOD to MERUE was all the way down in Idle mode. Then between MERUE and CRL, the descent was almost in Idle mode, leading to some additional fuel consumption estimated at about 20kg. The fuel savings (depending on the aircraft type) are the following: Between 100kg (for a B777) and 150kg (for A340 and B747) from the continuous descent from TOD to MERUE, which could be obtained whatever the runway configuration at Paris-CDG, Between 200kg (for a B777) and 250kg (for A340 and B747) from the down wing leg optimisation between MERUE to CRL, which is obtained only in the western runway confiuration. The actual consumption between MERUE and CRL is reduced by 50%. Altogether, the fuel savings are between 300kg (for a B777) and 400kg (for A340 and B747) in the western runway configuration. In addition, the additional fuel savings that still remain possible between MERUE and CRL is ranging between 60kg (for a B777) and 80kg (for A340 and B747) in the western runway configuration. DSNA Air France Page 35 / 59 SJU/LC/019-CTR/D2

36 Detail of the fuel savings per aircraft type : B : Baseline (level off at FL110 during 26Nm) : fuel consumption : 400kg (5min at 80kg/min) Flight trial (MERUE FL150 descending to CRL FL110) : fuel consumption : 200kg (5min at 40kg/min) Fully optimised flight (descending between MERUE and CRL in Idle mode) : fuel consumption : 140kg The fuel saving is around 200kg (400kg-200kg) and could be further optimised by 60kg (200kg-140kg). B : Baseline (level off at FL110 during 26Nm) : fuel consumption : 580kg (4min30 at 130kg/min) Flight trial (MERUE FL150 descending to CRL FL110) : fuel consumption : 320kg (4min30 at 70kg/min) Fully optimised flight (descending between MERUE and CRL in Idle mode) : fuel consumption : 240kg The fuel saving is around 260kg (580kg-320kg) and could be further optimised by 80kg (320kg-240kg). A : Noise Baseline (level off at FL110 during 26Nm) : fuel consumption : 500kg (4min30 at 110kg/min) Flight trial (MERUE FL150 descending to CRL FL110) : fuel consumption : 230kg (4min30 at 50kg/min) Fully optimised flight (descending between MERUE and CRL in Idle mode) : fuel consumption : 160kg The fuel saving is around 270kg (500kg-230kg) and could be further optimised by 70kg (230kg-160kg). Basically the set of trials had no aim in noise reduction, because of the high altitudes area of operations. But in some occasions, CDA s were performed by crews and controllers. The benefits of CDA s in approach areas are described in a further section ( 4.6.) of the present document, relative to the CDA s demonstrations held at ORY Impacts on capacity and safety From ATCC position Due to appropriate protocol of evaluations and special instructions delivered to stakeholders, no impacts on capacity were recorded because of the chosen slots for demonstrations where the demand was far below the capacity offered by the ATCC. The demonstration flight test period was cleverly fixed by the stakeholders in order to allow demonstration to be conducted in this usually busy area of operations (see scenario section). In that way of organizing and processing the trials no safety issues was recorded as well From cockpit crews As already stated in the chapter pilots reported that the procedure is more simple, reducing the pilot workload and thus is more safe Summary of Tailored Arrivals to CDG flight trials Tailored Arrivals to CDG Nb of candidate flight trials Nb of flight trials achieved (West Cfg) Fuel savings per flight (West Cfg) Fuel savings per day (West Cfg) Total Fuel savings by the flight trials Potential Annual Total Fuel savings Total savings by the flight trials 60 Nb of flight trials achieved Nb of flight trials achieved (East Cfg) kg Fuel savings per flight (East) kg kg Fuel savings per day (East Cfg) 800 kg 12 tons Total CO2 savings by the flight trials 36 tons 422 tons Potential Annual Total CO2 savings tons 7 k Potential Annual Total savings 245 k The table just above details: DSNA Air France Page 36 / 59 SJU/LC/019-CTR/D2

37 The number of flight trials achieved : 37 flight trials, The fuel and CO2 savings achieved by the flight trials : 12 tons of fuel and 36 tons of CO2, The potential annual fuel and CO2 savings that could be achieved by this procedure : about 400 tons of fuel and about 1300 tons of CO2, The economic savings by the flight trials : about 7 k and the potential annual economic savings by this procedure : about 250 k. The savings detailed just above are related to Air France only. It could even be higher if this procedure is applied to all of the flights and not only Air France Next steps Air France viewpoint: The fuel savings are quite significant per flight about 400kg and this already concerned 6 flights per day. No safety issues have been identified. The additional fuel consumption during the down wind leg has already been reduced by 80% and the full optimization of the down wind leg will bring an additional fuel savings of about 70kg. However this full optimization requires to increase the FL at MERUE which will have a significant impact on the Paris TMA Design. Based on these conclusions, for the coming months in 2010, Air France is keen on: Puting this procedure in operation as soon as possible, Extending the down wind leg optimisation between MERUE and CRL to flights arriving from DPE, Extending this procedure to other time window where demand is still below the reduced capacity due to this procedure, Extending this procedure to other Entry Points like LORTA (for Long Haul flights coming from Asia) and OMAKO (for Long Haul Flights coming from Africa). Finally, Air France considers that the down wind leg between MERUE and CRL could be further optimized. Ideally, the FL at MERUE should be around FL180 in western runway configuration. But Air France recognizes that this will imply the redesign of the whole Paris TMA airspace and thus considers this improvement as having less priority. This improvement should rather be considered in the Paris TMA redesign planned in the coming years. DSNA point of view: The arrivals from INGOR are expected to be included in the permanent documentation, at least until the IAF. The present evaluation will be continued in the year 2010 with other sets of trials in order to have more improvements of the procedure from the IAF MERUE to the VOR CRL. Evaluations will consist in some more trials to deliver aircraft from INGOR at LF150 at MERUE, then FL110 at CRL in order to verify with more flights the operational feasibility of the procedure tested in June Actual studies held in CDG APP and Paris ACC on TMA redesign will explore to extend possibility for green flights to be performed from other directions (DPE and other IAF), but these operations have to be included, as well as the other procedures extensions detailed by Air France, in the regular Airspace and procedures design Master Plan of the DSNA. DSNA Air France Page 37 / 59 SJU/LC/019-CTR/D2

38 AIRE TERMINAL OPERATIONS DEMONSTRATION AND FLIGHT TRIALS FINAL REPORT 4.5 Tailored arrivals to ORY Scenario and baseline Based on the demonstration plan, the aim of this set of trials was to design and to evaluate new procedures or techniques to avoid level off phases of flight in a different operational environment than in previous demonstrations held at other locations (see section 4.4). Basically the goal of AIRE trials was still the evaluation of environmental benefits of the tailored arrivals at Orly, but also to widespread the environment awareness among the maximum of air traffic control centers. Different operational context evaluations may bring other feedback from pilots and controllers than the one delivered from trials performed in other airspace and operational design. The operational environment of the STAR inbound Orly from West Indies is much more different than the STAR feeding CDG from the West: Conflicting traffics flows, airspace and IFR procedures design are different. Implementation of this set of trials and lessons learned may help for better knowledge of the management of tailored arrivals in general. For that particular demonstration the constraints are the management of the separation with crossing conflicting traffic in ACC sectors (see below). The AIRE activities routing, via ANG-SOMED-CAD and ODRAN and the involved ACC areas. The demonstrations flights were flying eastbound to Orly and the conflicting traffic were north and southbound at same flight levels. In addition, the dedicated STAR was crossing an air defense high altitude combat zone (TSA9). So, scenario is set to organize so that the trials may be performed in the best conditions, with appropriate coordination processes. DSNA Air France Limited period: From May 11th, to May 29th, 2009 (weekend excluded) Arriving aircraft before 0645 UTC ETA at ORY Page 38 / 59 SJU/LC/019-CTR/D2

39 TSA9 not active Selected flights: Flights Aircraft types Departure airfields ETA IAF ODRAN AFR 621 B77W Fort de France 0420 <-> 0530 UTC AFR 653 B77W Pointe à Pitre 0550 <-> 0645 UTC Airport configurations: All runways available at Orly. TMA configurations: Both configurations, facing west and east Dedicated procedure: Dedicated letters of agreement and special instructions defined the conditions of coordination and management of the demonstration flights and each stakeholder delivered special orders for aircrews and controllers. The dedicated procedure is defined in the local ATCC and AFR temporary documents: For Brest ACC: E/CO/09/97 dated on May 4 th, 2009 For Paris ACC: CTO n 09CTP003 dated on April 29 th, 2009 For ORY APP: CTL n 40/09 dated on May 5 th, 2009 For AFR: NT/09_08 dated on May 5 th, 2009 Summary of the procedures: At first contact with Brest ACC, crews announce green and insert STAR via ANG-NIMER-SOMED, without speed and FL constraints. TOD point is given from FMS information by pilots to Brest ACC. ATCo assume appropriate and manual coordination between sectors with estimated FL and times over WP and beacons. Reprint of strip are done as required and forwarded to active sectors of Brest and Paris ACC. Fixed routing: A dedicated route has been selected for the demonstrations flights departing daily from West Indies to Orly: ANG > NIMER > SOMED > DIBES > DOMOD > ODRAN DSNA Air France Page 39 / 59 SJU/LC/019-CTR/D2

40 Vertical profile: Air France coordinated the expected flight level with ATCC in order to grant the tailored arrival from TOD to IAF ODRAN across the ACC s control sectors. Pilots had to inform Brest ACC with TOD point and FL at NIMER. Then information was passed trough all involved sectors. Standard descent operations (STAR NIMER) plan a FL 260 over ANG. The demonstrations have focused on a tailored arrival procedure with no constraint over ANG, a TOD at pilot convenience, a FL 290 at SOMED on the dedicated routing (STAR NIMER) to the ODRAN IAF of ORY. That procedure is largely different from the current operations conducted when same aircraft arrives at ORY with many phases or segments at steady flight level. Sample of current operation focusing on leveling segments at various altitudes Objective of the demonstration With the cooperation of Air France, ATCC planned a dedicated procedure and appropriate coordination process for ATC s in order to grant the tailored arrivals in the ACC s control sectors and in the TMA as much as possible. The objectives are to evaluate the environmental benefits of the tailored arrivals at Orly, on behalf of the selected Air France flights in one hand and to verify the operational improvement and implementation feasibility of the tailored arrivals in very constrained airspace in another hand Results Participants The participants were the relevant ATCC dealing with the Air France demonstration flights: Brest ACC Paris ACC Orly APP The evaluations were conducted by ATCC with a total of height flights, AFR 621 and AFR 653. This small amount of flights is partly due to communication and coordination issues between stakeholders, and because of the safety issues meet with the AFR653 flight in the ACC s sectors. These flights were scheduled for evaluation at a time where surrounding traffic was expected not to be too heavy in terms of density inbound Orly. After some trials conducted until June 15 th, it was decided to remove AFR653 from the demonstration list of flight trials. DSNA Air France Page 40 / 59 SJU/LC/019-CTR/D2

41 Dates Flights AFR621 PTP - B77W AFR653 FDF - B77W 11-mai 12-mai 13-mai West West West 14-mai 15-mai 18-mai 19-mai 20-mai 22-mai 25-mai 26-mai 27-mai 28-mai 29-mai West West West West Excluded ATC due to traffic workload at this time schedule Controller and pilots feedback Controller feedback Driving the demonstration trials in the current airspace and procedure designed for standard daily operations have been very difficult regarding the organization of the potential conflicting traffic flows inbound Orly. On regular operations traffic from West to Orly in delivered to conflicting sectors at some specific flight levels (FL 260 at ANG) that do not interfer with the surrounding traffic. By delaying the top of descent from cruise to FL 290 at SOMED there is an increased risk to interfer with other traffic within sectors. By scheduling the demonstration flights early in the morning, stakeholders had expected that evaluations could take place uneventfully when flying into the control sectors at the scheduled time free of traffic. Unfortunatly, it appeared that in spite of that early schedule, operations were complex for the second flight (AFR653) to manage tailored arrival. Decision have been taken by ATC to exclude the AFR653 from the demonstration flight program. Evaluation grid for feedback assessement has been drawn to report ATC feelings about the two AFR flights that have performed tailored arrivals. The results for the AFR653 indicates why it was excluded later after ATCo s reported on May15th. At its time of arrival in the relevant ACC sector for descent on a tailored basis when TOD is delayed from regular operations, surrounding traffic had increased regarding demonstration plan expectations. Feedback from ATC Feedback from ATC ATC feedback with AFR621 operations Better feeling with trial ATC feedback with AFR653 operations Better feeling with trial No changes Bad feeling with trial No changes Bad feeling wtih trial Four days of operations Four days of operations Pilots feedback The pilots feedbacks were composed of several parts: 1. Check of the accuracy of the FMS prediction in the vision of the future Trajectory Based Operations At the 1 st contact with Brest ACC, the crew were required to inform Brest ATCO of the position of the TOD compared to NIMER. This was requested in order to asses the accuracy of the FMS prediction. The accuracy of the prediction of the TOD was excellent to within 1 Nm. It was once reported 5Nm later but it was due to ATCO that delayed the descent clearance. This assessment proves that FMS prediction is rather excellent and could be used to improve air traffic management. Indeed, if FMS trajectory were known by the Air Trafic Control System and presented to the ATCO, no doubt this would ease the coordination between ATCO. 2. Check whether speedbrakes were needed Many pilots reported the use of speed brakes. Differents reasons explaines such a use : the actual tail wing was higher than the one entered into the FMS, the ATCO delayed the descent clearance or requested FL090 at ODRAN instead of FL110 and a runway configuration change while descending,. Like for the Tailored arrivals to CDG, it is suggested to upload the latest wind forecast before the descent. Regarding the 2 causes related to the ATCO giving another contract, this means that the contract DSNA Air France Page 41 / 59 SJU/LC/019-CTR/D2

42 between ATCO and Pilot shall be clearer and anticipated before the TOD. Finally, the last cause (change of the runway configuration while descending) is one of event that indeed implies the use of speedbrakes. 3. General Comments Some pilots reported that actually following such a procedure is more simple since there is less intervention and thus reducing the risk of error. The only concerns regarding the coordination with ATC were the 2 ones that implied the use of speedbrakes either because of the FL constraint at ODRAN below than expected or the delayed descent clearance RADAR data analysis RADAR data analysis has been realized by replaying records at ATCC. It shows that the usual phases of steady flight level observed on standard operations have been erased of the vertical profiles of the demonstration flights from TOD until the IAF ODRAN which was the limit of the demonstration. At some occasion pilots had the opportunities to continue the tailored arrival on a continuous descent approaches from the IAF to the runway 06, as illustrated below. Sample of tailored arrival to the IAF continued with a CDA to runway 06 On several records, it was noticed some short segments at steady altitudes. They do not mean that extra power was applied on engines, but they were basically the consequence of speed reductions with no negative impacts on gas emissions. Among the 30 initially planned demonstration flights, only 8 were conducted during the period of evaluation Fuel burn and emissions The fuel savings were assessed by using the flight data analysis system. We were allowed to extract from the flight data base for every second the following information : Time, Altitude, Lat/long, Speed (CAS, Mach, TAS, GS, VS), Engine Thrust (in %), Fuel consumption, Wind (Speed and Direction), Weight. Based on this information and in comparison with the Baseline, we were able to calculate the fuel savings. DSNA Air France Page 42 / 59 SJU/LC/019-CTR/D2

43 In addition, from this information we were also able to calculate the optimum fuel consumption and thus to calculate the additional fuel savings that remain possible. In the first example just below (considered as the baseline scenario, the descent before ANG to ODRAN is far from being optimized. The additional fuel consumption is estimated around 200kg : coming from about 280kg saved before the optimum Top of Descent and about 460kg lost compared to the descent in Idle mode from the optimum Top of Descent to ODRAN ANG NIMER SOMED ODRAN Alt & FF(kg/h) Descente anticipée avant ANG en régime non Idle => économie de 280kg par rapport à la conso croisière jusqu'au travers SOMED, descente en régime non Idle et paliers aux FL 260 et 200, => sur-consommation de ~460kg par rapprt à la conso en descente entre SOMED et ODRAN, descente en régime Idle => pas de sur-consommation %N1 ALT_STDC Fuel Flow Fuel Flow en Idle Régime N :39:06 04:40:19 04:41:32 04:42:45 04:43:58 04:45:11 04:46:24 04:47:37 04:48:50 04:50:03 04:51:16 04:52:29 04:53:42 04:54:55 04:56:08 04:57:21 04:58:34 04:59:47 05:01:00 05:02:13 05:03:26 05:04:39 05:05:52 05:07:05 05:08:18 05:09:31 05:10:44 05:11:57 05:13:10 05:14:23 05:15:36 05:16:49 05:18:02 05:19:15 Time In the second example just below, drawn from one flight trial that happened on B777, the descent from TOD to ODRAN was almost all the way down in Idle mode, leading to very few additional fuel consumption estimated at about 20kg ANG NIMER SOMED ODRAN avion reste sur son plan de descente à 3 sauf pendant décélération de 305kt vers 270kt puis réacclération vers 310kt 70 tout ça en régime quasi Idle Alt & FF(kg/h) Descente optimisée (Idle) pour respecter SOMED au FL290 => sur-consommation 0kg entre SOMED et ODRAN, 30 descente en régime quasi Idle jusqu' ODRAN => sur-consommation 20kg 20 %N1 ALT_STDC FF Idle FF N :04:57 04:06:08 04:07:19 04:08:30 04:09:41 04:10:52 04:12:03 04:13:14 04:14:25 04:15:36 04:16:47 04:17:58 04:19:09 04:20:20 04:21:31 04:22:42 04:23:53 04:25:04 04:26:15 04:27:26 04:28:37 04:29:48 04:30:59 04:32:10 04:33:21 04:34:32 04:35:43 04:36:54 04:38:05 04:39:16 04:40:27 04:41:38 04:42:49 04:44:00 04:45:11 Time 0 DSNA Air France Page 43 / 59 SJU/LC/019-CTR/D2

44 The fuel savings is estimated around 200 kg (for a B777) from the continuous descent to ODRAN, which could be obtained whatever the runway configuration at Paris-ORY, In addition, it has been observed that usually, these flights often received a direct to ODRAN quite early, before NIMER, while in this procedure, flight trials had to stay on the planned route (see picture just below). The distance reduction on average ranges from 10Nm to 20 Nm due to the Direct, producing a fuel savings of about 200kg. This explains, why when comparing the fuel consumption of the baseline flights with the flight trials, almost no difference was found sometimes. As a conclusion, the fuel savings is about 200kg but could double and be around 400kg if flights receive a Direct to ODRAN from NIMER as it is common practice. 48,5000 ANG NIMER SOMED ODRAN 48, ,5000 Réalisée Baseline 1 Réalisée Baseline 2 Réalisée Baseline 3 Réalisée AF621_19MAY Réalisée AF621_26MAY 47,0000 Réalisée AF653_10MAY -2,5000-2,0000-1,5000-1,0000-0,5000 0,0000 0,5000 1,0000 1,5000 2,0000 Route Planifiée 46, Noise Basically the set of trials had no aim in noise reduction, because of the high altitudes area of operations. But in some occasions, CDA s were performed by crews and controllers. The benefits of CDA s in approach areas are described in a further section ( 4.6.) of the present document, relative to the CDA s demonstration held at ORY Impacts on capacity and safety From ATCC position At the beginning, the sample of flights chosen for the demonstration flight trials have been selected early in the morning in order not to interfere with other crossing and surrounding inbound traffic. The objectives of the demonstrations were to evaluate the new STAR procedure and the benefits of such tailored arrivals. So that, two flights were selected in the demonstration plan: AFR 621 due to arrive over ODRAN between 0420 TU and 0530 TU AFR 653 due to arrive over ODRAN between 0550 TU and 0645 TU This scheduled was so planned to permit the proper management in ACC sectors for tailored arrivals delivery clearances. After some experiences conducted the first days of operations with AFR653, it appeared that its timing in the sectors and over the IAF was too late regarding the traffic load at the real time of operations. The illustrations below show the reality of the traffic load in ACC sectors and in the TMA with APP. DSNA Air France Page 44 / 59 SJU/LC/019-CTR/D2

45 Air traffic situation in ACC when AFR653 arrives Air traffic situation in TMA when AFR653 arrives For safety reasons and to apply proper separation with conflicting northbound and southbound traffic in the PDR, it was necessary for ACC to delay the initial TOD forwarded by the crew. So, when free of traffic the aircraft was high and short to the IAF, with important rate of descent and high speed to the IAF. In addition and due to his late schedule, the AFR653 was interfering with converging traffic from the south. The ATCC feeling in term of safety and impact on surrounding traffic regarding that particular flight conducted to remove AFR653 from the demonstration and flight trials list. On the opposite, and because of the very early planning of the AFR621, the traffic was in a low peak period, both in the ACC sectors and in the TMA, and tailored arrivals were conducted uneventfully until the period of demonstration ended. Low traffic density when AFR 621 arrives for tailored arrival at Orly From cockpit crews No particular feedback on this subject. DSNA Air France Page 45 / 59 SJU/LC/019-CTR/D2

46 4.5.4 Summary of Tailored Arrivals to ORY flight trials Nb of candidate flight trials Fuel savings per flight Fuel savings per day Total Fuel savings by the flight trials Potential Annual Total Fuel savings Total savings by the flight trials 0,81 k The table just above details: The number of flight trials achieved : 7 flight trials, kg 200 kg 1,4 tons 146 tons Tailored Arrivals to ORY Nb of flight trials achieved Total CO2 savings by the flight trials Potential Annual Total CO2 savings Potential Annual Total savings The fuel and CO2 savings achieved by the flight trials : 1,4 tons of fuel and 4 tons of CO2, 4 tons 460 tons The potential annual fuel and CO2 savings that could be achieved by this procedure : about 146 tons of fuel and about 460 tons of CO2, The economic savings by the flight trials : about 1 k and the potential annual economic savings by this procedure: about 85 k. The potential annual savings detailed just above are related to Air France only, but assuming that this procedure is limited to AF621 and extended to AF607 (CAY-ORY A343 and visible on the radar picture just above) that arrives within the same time window as the AF621. It could even be higher if this procedure is applied to all of the flights and not only Air France k Next steps Air France viewpoint: The fuel savings are quite significant per flight about 200kg and this could concern 2 flights per day (AFR621 and AF607), based on the safety issue identified for AFR653. The additional fuel consumption during the descent has already been reduced by 90% and the full optimization of the descent will bring an additional fuel savings of about 20kg. So this procedure is considered as fully optimized. Based on these conclusions, for the coming months in 2010, Air France is keen on performing another set of flight trials but with the following improvements: limited to flights arriving before 0700 loc, involving AF621 and AF607 at least and other flights from other airlines if possible, add the possibility to shorten the route by giving a Direct clearance, the FL constraint to comply being FL110 at ODRAN. DSNA point of view: Extra studies and demonstrations have to be conducted to learn more on the coordination processes to be set up between stakeholders in order to fix all safety issues met during this first set of trials. And if any decision has to be taken regarding this particular procedure, it will be done through the Airspace and procedure design DSNA Master plan. 4.6 Continuous descent approach at ORY Scenario and baseline As explained in the demonstration and flight trials plan (D1), the scenario agreed by the stakeholders was to perform and enhance vertical profiles from cruise to IAF and then CDA ODRAN 06 as already published in a SUPAIP. For that purpose, the selected fleet was some Air France flights arriving from West Indies and Cayenne to Paris-Orly. After the Tailored arrivals to ORY demonstration conducted few months earlier and the related safety issue raised (see previous chapter), it was decided by the stakeholders to modify the initial scenario. Tailored arrivals at ORY were planned to perform descents from TOD to the IAF, and at the same time a CDA evaluation was DSNA Air France Page 46 / 59 SJU/LC/019-CTR/D2

47 carried out by ORY since August So that, the stakeholders decided to propose alternate continuous descent approach procedure with some adaptations of the previous TA and CDA performed in the recent past. Stakeholders changed the fleet, departure airfield and timing as fixed below in the new scenario as indicated below. Limited period: From September 21 st, 2009 to October 9 th, 2009 Runway configuration: RWY 06 is active at ORY. Selected flights: Flights Aircraft type Departure airfield ETA over IAF AF 109 LS A319 LFBO 08h45 TU AF 281 VA A319 LFBD 09h00 TU AF 113 ZL A320 LFBO 09h15 TU AF 117 QS A321 LFBO 09h45 TU AF 261 YO A319 LFBD 09h55 TU AF 457 BQ A319 LFBP 10h20 TU AF 119 XR A320 LFBO 10h45 TU Vertical profiles Air France and ACC coordinated the procedure in order to improve the current CDA ODRAN 06 as such : remove the current level off segment at FL 090 from ODRAN to the beginning point of the CDA approach to RWY (see approach chart below) by raising the flight level at ODRAN from FL090 to FL110. The demonstration aimed at coordinating the flights from ACC to APP in a way to permit the hand over at FL110 instead of the standard FL090. In addition, a tailored arrival if possible within Paris ACC from the nominal Cruise Flight level down to IAF ODRAN at FL110 was also defined. Dedicated procedures A dedicated procedure was fixed by the stakeholders in order to manage the tailored arrival on the STAR segment, then the CDA from the IAF to the runway. In that way, instructions and special orders have been delivered to aircrews and ATCo s. The dedicated procedures are defined in the local ATCC & AFR documents: For ORY APP: CTL 96/09 dated on September 15 th, 2009 For Paris ACC: CTO n 09/CTO/009 dated on September 2 sd, 2009 For AFR: NT09_17 dated on September 14th, 2009 Summary of the procedure: At first contact with Paris ACC, pilots inform intention to perform continuous descent. Paris ACC require runway configuration at ORY and when runway 06 is active, coordinate the arrival with ORY. Paris ACC clears the descent at pilot convenience in order to reach the IAF ODRAN at FL110, coordinated with ORY APP. Then RNAV CDA ODRAN ILS 06 is performed. Fixed routing The selected route was the current STAR from AMB, with enhanced vertical profile from TOD to IAF ODRAN. See below the actual STAR followed by the RNAV CDA ODRAN procedure as published in AIP. DSNA Air France Page 47 / 59 SJU/LC/019-CTR/D2

48 Current STAR to ODRAN RNAV CDA in current evaluation at ORY Objectives of the demonstration With the cooperation of Air France, ATCC planned a dedicated procedure and appropriate coordination process for ATC s in order to grant the tailored arrivals in the ACC s control sectors as much as possible. These tailored arrivals were planned to be followed by continuous descent approaches with no level off segments along the trajectory from TOD to the RWY06. The objectives are to evaluate the environmental benefits of the tailored arrivals continued by CDA in the TMA of Orly, for the selected Air France flights in one hand, and to verify the operational improvement and implementation feasibility of the combined TA/CDA in very constrained airspace in another hand Results Participants The participants were the following ATCC dealing with the Air France demonstration flights: Paris ACC Paris-Orly APP The demonstration was planned during three weeks (weekends excluded), representing 15 days of operations. A total of 105 flights had the opportunity to perform the trials, but only 24 did realize the demonstrations. The main reasons for such a low figure are: in almost 50% of the cases the western runway was active (which was expected), in almost 25% of the cases Air France crews did not received the latest procedure agreed and thus were waiting for ATCO proposal while ATCO were waiting for Pilot request. This was discovered 2 days before the end of the trials when the first feedbacks were arriving, and solved the last day by changing the procedure and asking to the ATCO to propose the procedure to the pilot. This explains the good participation rate at the last day, in almost 5% of the cases ATCO refused the procedure due to traffic. Anyway, 24 flight trials have been performed and it is already sufficient to draw interesting conclusions. DSNA Air France Page 48 / 59 SJU/LC/019-CTR/D2

49 Dates Flights AF LS TLS - A319 AF VA BOD - A319 AF ZL TLS - A320 AF QS TLS - A321 AF YO BOD - A319 AF BQ PUF - A319 AF XR TLS - A320 21/09/2009 East East Refused by ATC Refused by ATC East East Refused by crew 22/09/ /09/2009 West Config. West Config. East Not Requested 24/09/2009 West Config. Refused by ATC Not Requested 25/09/2009 East East Not Requested East 28/09/2009 Not Requested Refused by ATC Not Requested 29/09/2009 West Config. East East 30/09/2009 East East East Refused by ATC Refused by ATC East Not Requested 01/10/ /10/2009 West Config. West Config. 05/10/2009 East East Refused by crew Not Requested 06/10/2009 East East Not Requested West Config. 07/10/ /10/2009 West Config. West Config. 09/10/2009 East East East East Refused by ATC East East RADAR data analysis RADAR data analysis has been realized by replaying records at ATCC. When delivered to APP by ACC the flights did not perform level off segment at ODRAN FL 90, nor during intermediate approach between intermediate fix and the ILS glide path. Below see illustrations of tracks samples during regular operations (left) and flight trials (right). Regular descent profiles from IAF ODRAN to RWY06 Vertical profiles when AIRE operations occurred Controllers and pilots feedback Controllers feedback From the ACC Paris, the workload on the positions is said significantly increased due to extra coordinations within sectors. In addition some speed regulations were needed for proper separations between aircraft. The demonstrations trials have requiered much more coordination from ACC to ORY APP. All these coordinations are seemed to have an impact on the capacity of the ACC control sectors and obviously on the airfield capacity. DSNA Air France Page 49 / 59 SJU/LC/019-CTR/D2

50 Pilots feedback We received a lot of Pilot feedbacks : more than 50% (16 pilot feedbacks) which is very high and already a good indicator of how well it was perceived. The pilots feedbacks were composed of several parts: 1. Check whether speedbrakes were needed Few pilots reported the use of speedbrakes. The main reason, as opposed to the other flight trials, is that in this demonstration, flights were exepriencing head wind since the runway configuration was facing east. 2. Comments on the use of automatismes Some pilots reported that actually following such a procedure is more simple since there is less intervention and thus reducing the risk of error. 3. Comments on the coordination with ATC The coordination with ATC was disturbed since Air France crews did not received the latest procedure agreed and thus were waiting for ATCO proposal while ATCO were waiting for Pilot request. However, on the last day, once solved,the coordination was excellent. 4. General Comments The procedure is reported as more simple, reducing the pilot workload, providing some fuel savings. Finally, many pilots reported to put this procedure in operation as soon as possible Fuel burn and emissions The fuel savings were assessed by using the flight data analysis system. We were allowed to extract from the flight data base for every second the following information : Time, Altitude, Lat/long, Speed (CAS, Mach, TAS, GS, VS), Engine Thrust (in %), Fuel consumption, Wind (Speed and Direction), Weight. Based on this information and in comparison with the Baseline, we were able to calculate the fuel savings. In addition, from this information we were also able to calculate the optimum fuel consumption and thus to calculate the additional fuel savings that remain possible. The figure just below shows the vertical profile and the fuel consumption as well as the optimum fuel consumption, allowing to calculate the additional fuel savings that remain possible. In the first example just below (considered as the baseline scenario, the descent before AMB to ODRAN is far from being optimized. The fuel consumption is about 260kg and the additional fuel consumption is estimated around 100kg between AMB and ODRAN. Then the Approach from ODRAN to IF is also far from being optimized. The fuel consumption is about 130kg while the additional fuel consumption is estimated around 75kg ,00 90, , ,00 Alt (ft) :20:13 09:21:09 09:22:05 09:23:01 09:23:57 09:24:53 09:25:49 09:26:45 09:27:41 09:28:37 09:29:33 09:30:29 09:31:25 09:32:21 09:33:17 09:34:13 09:35:09 09:36:05 09:37:01 09:37:57 09:38:53 09:39:49 09:40:45 09:41:41 09:42:37 09:43:33 09:44:29 09:45:25 09:46:21 09:47:17 09:48:13 09:49:09 09:50:05 60,00 50,00 40,00 %N1& FF(kg/min) ALT_STDC Fuel Flow Régime N1 Fuel Flow en Idle 30,00 20,00 10,00 0,00 Time DSNA Air France Page 50 / 59 SJU/LC/019-CTR/D2

51 The Baseline has been calculated based on the calculation derived from the flight analysis data for several flights like the one shown just above. Between AMB and ODRAN, the fuel consumption is around 240kg in average, ranging from 200kg to 250kg. During the Approach from ODRAN to IF, the fuel consumption is around 140kg in average, ranging from 120kg to 150kg. In the second example just below, drawn from one flight trial that happened on A320, the descent from TOD all the way down to IF was almost in Idle mode, leading to very few additional fuel consumption estimated at about 20kg. The fuel consumption is about 150kg and the additional fuel consumption is estimated around 20kg between AMB and ODRAN. Then the Approach from ODRAN to IF, the fuel consumption is about 55kg while the additional fuel consumption is estimated less than 10kg AMB CAD ODRAN PO604 3Nm av IF :23:50 08:24:42 08:25:34 08:26:26 08:27:18 08:28:10 08:29:02 08:29:54 08:30:46 08:31:38 08:32:30 08:33:22 08:34:14 08:35:06 08:35:58 08:36:50 08:37:42 08:38:34 Alt (ft) 08:39:26 08:40:18 08:41:10 08:42:02 08:42:54 08:43:46 08:44:38 08:45:30 08:46:22 08:47:14 08:48:06 08:48:58 08:49:50 08:50:42 08:51: %N1& FF(kg/min) ALT_STDC Fuel Flow Régime N1 Fuel Flow en Idle CDA de ODRAN Jusqu'à 3Nm av 30 IF, => pas de sur-consommation Time The Fuel savings has been calculated based on the calculation derived from the flight analysis data for several flights like the one shown just above. Between AMB and ODRAN, the fuel consumption is around 140kg in average, ranging from 120kg to 150kg. During the Approach from ODRAN to IF, the fuel consumption is around 65kg in average, ranging from 50kg to 80kg. The fuel savings (for a A320) are the following: About 100 kg (ranging from 240kg to 140kg) from the continuous descent from TOD to ODRAN, which could be obtained whatever the runway configuration at Paris-ORY, About 75 kg (ranging from 140kg to 65kg) from the CDA between ODRAN to IF, which is obtained only in the eastern runway confiuration. Altogether, the fuel savings are about 175 kg (for a A320) in the eastern runway configuration Noise In addition of fuel savings and reductions of gas emissions, CDA s are known to reduce noise footprints under approaches tracks. The main benefits recorded are under the intermediate approach segment at the place where the level off segment is replaced by slight descent path with aircraft engines on idle. During the approach phases of flight, the reduction of noise impacts on ground is generally noticed below the altitude of 6000 feet and upstream to the final approach point (FAP) prior to the glide interception. DSNA Air France Page 51 / 59 SJU/LC/019-CTR/D2

52 AIRE TERMINAL OPERATIONS DEMONSTRATION AND FLIGHT TRIALS FINAL REPORT CDA concept & noise reduction area The present demonstration and flight trials objectives were to implement procedure and coordination processes for tailored arrivals combined with continuous descent approaches in order to report on emissions and fuel saving as first, second goal was to evaluate noise reduction at lower altitudes, during approach phases of flights, prior to land. It was done for a total of only 24 flights during the period of demonstration. Because of this small sample of dedicated flights for CDA operations, regarding noise evaluations, it has been decided to take advantage of the important noise monitoring campaign held in 2008 when CDA at Orly were evaluated on the same RNAV CDA procedure than the one experience for the present AIRE operations. For the purpose of the noise monitoring campaign two microphones have been set underneath the approach tracks where level off segments occur usually during regular operations, and hundreds of noise records where collected during the time of the monitoring. The location of the microphones were the cities of Bonnelles and Saint-Arnoult at place where aircraft intercept the localizer at 3000 and 4000 feet when performing standard ILS procedure after being vectored by ATC. Microphones locations to monitor noise from CDA operations Results compiled from the noise monitoring campaign Over Bonnelles Over Saint Arnoult Level off at 3000 ft vs CDA -4 to -5 db -6 to -7 db Level off at 4000 ft vs CDA -1 to -2 db -4 to -5 db Impacts on safety and capacity From ATCC position During the demonstrations the ATCC did not meet any problems with safety. The schedule of the demonstrations and the sample of the participating flights were selected to permit the demonstrations to be performed as DSNA Air France Page 52 / 59 SJU/LC/019-CTR/D2

53 planned. Regarding capacity issues, the impact on the ACC workload is seemed to have serious impacts on the human ressources for extra coordinations. So that, such procedures may have an impact on ACC sectors capacity. On the APP side, experiences with CDA s operations had began in 2008, and they had already proved their impact on the ability to feed the runway with appropriate capacity. The main issue remains the possibility for ATC to merge a traffic flow performing CDA and an other one converging to the common intermediate fix, prior to final approach From cockpit crews As already stated in the chapter , pilots reported that the procedure is more simple, reducing the pilot workload and thus is more safe Summary of Descent Approach at ORY flight trials Nb of candidate flight trials Fuel savings per flight (West Cfg) Fuel savings per day (West Cfg) Total Fuel savings by the flight trials Potential Annual Total Fuel savings Continuous Descent Approach to ORY 105 Nb of flight trials achieved 24 Fuel savings per flight (East Cfg) Fuel savings per day (East Cfg) Total savings by the flight trials 2 k Potential Annual Total savings 130 k The table just above details: The number of flight trials achieved : 24 flight trials, The fuel and CO2 savings achieved by the flight trials : 4 tons of fuel and 13 tons of CO2, 175 kg kg 4 tons Total CO2 savings by the flight trials 13 tons 224 tons Potential Annual Total CO2 savings 704 tons The potential annual fuel and CO2 savings that could be achieved by this procedure : more than 200 tons of fuel and about 700 tons of CO2, The economic savings by the flight trials : about 2 k and the potential annual economic savings by this procedure : about 130 k. The savings detailed just above are related to Air France only. It could even be higher if this procedure is applied to all of the flights and not only Air France during this time window Next steps Air France viewpoint: The fuel savings are quite significant per flight about 175kg and this already concerned 7 flights per day. No safety issues have been identified. The additional fuel consumption during the descent has already been reduced by 90% and the full optimization of the descent will bring an additional fuel savings of about 20kg. So this procedure is considered as fully optimized. The flight trials were disturbed since the crew did not receive the latest version of the procedure agreed and thus were waiting for ATCO proposal while ATCO were waiting for Pilot request. The lesson learnt from the last day of the flight trials is that it is better if the Continuous Descent Approach is proposed by the ATCO. Based on these conclusions, for the coming months in 2010, Air France is keen on performing another set of flight trials but with the following improvements: The Continuous Descent Approach is proposed by the ATCO, Revise the time window if needed, Extend this procedure to other flights from other airlines if needed. DSNA point of view: After several months of evaluation the CDA procedure will be published in AIP for general use by air carriers. The AIRE demonstration flights were conducted to verify the feasibility of the removal of the segment at FL90 from ODRAN to the beginning of the point of descent of the CDA approach to RWY. DSNA Air France Page 53 / 59 SJU/LC/019-CTR/D2

54 Extra evaluations have to be conducted with stakeholders to solve last coordination issues between ACC and APP. Dedicated protocols are to be fixed and proposed to participating airlines for new set of trials in order to extend the continuous descent from cruise to IAF and RWY. These evaluations could conclude to the change of the actual terms of the LOA in order to fix coordination procedures between ACC and APP for continuous descent operations from cruise. The protocol may include new information processes to aircrew, with for example, the availability of the procedure on the ATIS frequency, proposed by ATC. DSNA Air France Page 54 / 59 SJU/LC/019-CTR/D2

55 5 COMMUNICATION 5.1 Introduction In the context of AIRE project, communication was understood as the objective to reach overall comprehension by a wide audience of environmental gains expected and measured due to innovative procedures regarding Terminal operations dedicated to capitalize on present avionics technologies for the reduction of CO2 emissions. Communication has focused on two targets: General communication, Project internal buy-in. 5.2 Organization Project coordination DSNA, Air France and ADP (named the Consortium) decided to create a Supervisory Committee, in order to have better view on the project development at the high level, solve specific coordination issues if necessary and address any communication issues related to this contract as well as the AIRE Ground Movements contract (SJU/LC/016) led by ADP and where Air France and DSNA are also involved. This supervisory committee has included: Jean-Yves VALIN, Aéroports de Paris, Director, Head of Airport Planning Division ; Laurent BARTHELEMY, Air France, VP Flight Operations and Technical Development; Thierry LIABASTRES, DGAC/DSNA, Sub-directorate -Planning and strategy. Coordination was organized on a monthly basis, but specific meeting or conference call have been organized on request either by Project Managers or by any supervisory committee member, as deemed appropriate. One of the main expectations of the Supervisory Committee was to share feedback from projects in order to perform a better communication process regarding the whole main AIRE objectives and philosophy to reduce emissions. In addition coordination aspects regarding three-party organization of communication have been addressed, including information distribution and contacts with media Responsibility The Supervisory Committee has referred to the dedicated Cabinets at the French Ministry of Transport, AFR and ADP for coordination and approval prior to release information and/or participation to exhibitions and events. The Supervisory Committee, project managers and partner manager have built up the overall communication strategy in close loop with dedicated communication staff from each company, in particular for dealing with expected participation at exhibitions such as the Paris Air Show Communication staff of the consortiums have prepared means such as media vectors based on demonstration and trials flights results with the help of projects and partner managers, whose reviewed ensured by the Supervisory Committee. They have been responsible for establishing, implementing and following-up the Communication plan, supervision of articles writing, organization of joint participation to conferences and exhibitions. Supervisory Committee ADP JY. VALIN AFR L. BARTHELEMY DSNA T. LIABASTRES Project & Partner Managers ADP O. DELAIN AFR L. RENOU DSNA A. BOURGIN Communication Staff ADP J. LANDRAIS AFR N. PETTEAU DSNA JM. PIDUCH DSNA Air France Page 55 / 59 SJU/LC/019-CTR/D2

56 5.3 General Communication Objectives The General Communication plan targeted a high level communication on the Project across the whole air transport community (ATM Community, Member States and Institutions) and the General Public. From a national point of view, airports neighbouring, protection of environment associations and legal representatives are parts of the air transport community targets and they have been closely associated to communication reports Means The Consortium intended to take advantage of some major events organized in the year Principal means used by the Consortium for communication purposes were: 100 th Paris Air Show at Paris Le Bourget held on June 2009, 5 th fête des transports at Paris held on September 2009, TV production to be released on ARTE by Communication supports The Consortium developped dedicated or generic communication tools applicable for different purposes such exibition, press and or conference. It has been released: Multi média film on CDROM with information on the AIRE activities, the demonstration flights, the partnership with SJU and the expected or/and realized benefits of the trials performed by the stakeholders. A leaflet for press release and general distribution to public which explain the AIRE activities. reached And a dedicated stand to show the AIRE activities at the occasion of exibitions Participation to Paris Air Show This year, the International Paris Air Show Le Bourget celebrates its hundredth anniversary. The first Show was held in 1909 at the Grand Palais, Paris. From 1909 to 1949, the Show took place between November and December at the Grand Palais. The first flying displays were seen in Orly in 1949, then at Le Bourget in From 1953, the Show was rescheduled to take place in June at Le Bourget. This year the Paris Air Show has performed: sq. m. of exhibition area sold (halls, village, chalets, external buildings), sq. m. of static aircraft display area, 360 chalet units, 142 aircraft on display, including over 40 in the flying displays, exhibitors from 42 countries, Over visitors in total (trade, public, official delegations, press, exhibitors), 150 official defense delegations from 60 countries, 40 transport/civil aviation delegations from 20 countries, Over registered journalists. Taking advantage of the venue of this Major aeronautical exhibition in the world, the Consortium Members has set up a dedicated part of the DGAC stand at the Paris Air Show to promote the AIRE activities through out tools, posters, leaflets, and specific briefings to the public. At this occasion, many visitors were briefed on the AIRE activities DSNA Air France Page 56 / 59 SJU/LC/019-CTR/D2

57 Overall view of the DGAC stand Dedicated position for AIRE activities showroom Participation to La fête des transport in September 2009, in Paris access to stands widely facilitated. Founded in 2003 by Gérard Feldzer, manager of the Le Bourget Aeronautic and Airspace museum, the Transport association Passion aims at promoting transport to the general public and to the mass media, through national demonstrations such as the Fête des Transports. The exhibitions are organized downtown Paris (Grand Palais, Champs Elysées or Trocadéro) and in Lyon as well. They are totally free, opened to general public, and This event aims at addressing all transports modes and of course air transport under a sustainable growth point of view. The consortium members have set up a stand at this exhibition in order to promote the AIRE. The stand was built in the Minitry of Transportation chalet in the core area of the exhibition. During several sunny days, thousands of visitors have attended the exhibition where a static display of the AIRE activities were shown and explain by DGAC staff, as well as paper leaflet were released. AIRE activities showroom in the MoT chalet DSNA Air France Page 57 / 59 SJU/LC/019-CTR/D2