RETACDA Workshop Presentation

RETA-CDA
“Reduction of Emissions in Terminal Areas (TMA)

using Continuous Descent Approaches (CDA)”
Invitation to Tender No. SJU/0002-CFP
RETA-CDA
Workshop
Mariano Vega, Aena

Federico Caballero, Iberia
Luis Chocano, INECO, Project Coordinator
Madrid, 18th Feb 2010
Agenda
8h50 Welcome and introduction
9h00 AIRE Activities in Europe
9h30 RETA-CDA Project presentation
9h45 Madrid TMA and Airport context
10h00 ATCOs Perspective
10h15 On board Operational Procedures. Pilot’s Perspective
10h30 Coffee Break
11h00 Data Analysis and Environmental Assessment
11h30 Way forward for the CDA approaches implementations in Spain
11h45 Conclusions
12h00 Round Table. Q&A session
12h40 Wrap up & End of Forum
13h00 Lunch
Madrid, 18th Feb 2010 RETA-CDA Workshop 2
1
Workshop Objectives
To present the RETA-CDA project and AIRE related activities
To show project objectives, context and activities performed
To present RETA-CDA flight demonstrations’ results to the

ATM community
CO2 emissions reduction
To exchange feedback with other users / stakeholders
RETA-CDA
AIRE Activities in Europe
Alain Siebert, SJU
2
RETA-CDA
RETA-CDA Project Presentation
Luis Chocano, INECO
RETA-CDA
Born under the Atlantic Interoperability Initiative
to Reduce Emissions (AIRE) programme
between the European Commission and the FAA
(United States, under the management of the
SESAR Joint Undertaking (SJU)
3
RETA-CDA
Objective: To perform Integrated Flight Trials and
Demonstrations in Terminal Area (TMA) using
Continuous Descent Approaches (CDA)
RETA-CDA
The aim is the reduction

of CO2 emission and
optimization of the fuel
consumption
4
RETA-CDA Consortium members
INECO as Project Coordinator and environmental
analyses responsible
Aena as Air Navigation Service Provider and
Airport Manager
Iberia as airline performing the CDA procedures
Two-phase project
Phase 1
Detailed procedure definition
Selection of airport and aircraft fleet
Identification of the data collection and their analysis
Phase 2
Performance of flight trials, data gathering and
environmental analyses
5
RETA-CDA
Flight demonstrations performed:
During June, July, August until September 2009

In Madrid-Barajas Terminal Area (TMA)
North configuration & night schedule (00h00 to 07h00)
With A320 and A340 Iberia commercial flights
Additionally data studied from flights performed during
March and May
RETA-CDA
More than 1000 flights studied
More than 800 specific valid CDA
505 specific CDA flight trial during the trial period
RETA-CDA Trial
Additional Data
Period
March - May June - September
Total of flights 431 620

1051
South Configuration.
44 115
NOT VALID
North Configuration.
VALID
387
505
505
892
6
RETA-CDA
Preliminary filtering of data based on specific project criteria
to differentiate CDA from No-CDA
Statistical study
Calculations made for the A320 family, A340-300 and A340-
600
RETA-CDA
Madrid TMA and Airport

context
Mariano Vega, Aena
7
Operational Environment Description
Madrid-Barajas airport scenario
Located inside Madrid TMA, managed from Madrid APP
North configuration & night schedule (00h00 to 07h00 local time)
Landings in runway 33 Right (ILS CATII/III)
Runway
33R

ATM Organization around the Madrid Barajas airport
TMA: Covering the airspace from 300m over the ground until
FL245. It is a category A airspace apart from the VFR corridors
(category C)
CTR : Covering the airspace from the ground until 300m over the
ground. This is a category D airspace
ATZ: Covering the airspace controlled by the airport tower. The

extension covers 8 km around the airport till 900m over the ground
8
TMA Characteristics 413000N
0041215W
413006N
0022208W
BAN 411800N
0023000W
411030N
0043640W SIE
410200N 410204N
0023000W 0020930W
To let depending RBO
parallel approaches
CNR
SSY VJZ
NVS
GE PDT
400520N
0020930W
400000N
TLD 0022200W
400000N
0021740W
395321N
395620N 0022748W
0043640W
VTB
394622
0032750
393525N
393310N 0025505W
0040805W

Airspace sectors for North Configuration
9
The Runway 33R is provided by Standard Instrument Arrivals
(STAR)
Descent Planning only with prior ATC clearance over the
clearance limit points at FL 140 and over established IAF:
TOBEK at 5000ft
ASBIN at 6000ft
RETA-CDA
Procedure Definition
Mariano Vega, Aena
10
The traffic is transferred to Madrid TMA from
Madrid ACC descending to a procedure Flight
Level
Both ATC units work in close coordination to avoid

descend interruption at common boundary
Follows the North configuration STAR routes
STAR procedures according to the origin of the

flight
Traffic Origin TMA STAR
A340
Buenos Aires SOTUK 1C TLD 1C
Mexico DF BARDI 1C ZMR 3C
A320
Lagos PRADO 1D VILLA 1D
Dakar SOTUK 1C
Cairo PRADO 1D
11
Demonstration Plan
Proceeds to the ILS precision approach to the
runway 33R
Two initial approach tracks
TOBEK reference point
ASBIN reference point
Both points finish in a common intermediate

approach track at 5000ft
The final approach track begins in the FAP
12
Precision approach to the runway 33R
Flight Operational Constraints

ATC’s constraints
No operational constraints
Procedures in compliance with Spanish regulations
Routes free of restricted or segregated airspace
Traffic situation did not difficult the completion of CDA
procedures
ATC always had the possibility of abort the CDA
procedure
13
Phraseology
Phraseology used in the trials:
CREW: “Madrid IBEXXX RETA-CDA flight request
Continuous Descent. ”
ATC: “IBEXXX cleared for continuous descent and ILS
approach to Barajas RWY33R”
If, for any reason the CDA had to be interrupted:
ATC: “IBEXXX discontinue CDA (alternative
clearance)”
CREW: “Madrid IBEXXX unable to continue CDA,
request…”
RETA-CDA
ATCOs Perspective
Mariano Vega, Aena
14
ATCOs Perspective
No perception of any extra difficulty
Controllers reduced interventions to maintain

safety traffic and queue organization
Clearance for CDA given by the approach ATC at

the same time that clearance for ILS
ATCOs Perspective
To implement CDA as standard manoeuvre in
LEMD, it would be preferable, to have specific
CDA arrival procedures developed. This would:
provide a clear separation between CDA traffic

avoid any ATC instruction during the procedure
15
RETA-CDA
On board Operational Procedures
Jose Luis Moreta

Luis Fernández de Bobadilla
Aircraft Description
Iberia A340/320
families Passenger
characteristics Engines
Configuration
A 340 A340-300 CFM 56-55C 260
LONG
RANGE A340-600 Rolls Royce TRENT 500 352
A320-211 CFM 56-5A

A 320 162/171pax
SHORT A320-214 CFM 56-5B
MEDIUM
RANGE A319-111 CFM 56-5B 141pax
A321-211
CFM 56-5B 200pax
A321-212
16
Autoflight systems:
A340: 2 FMGS Honeywell standard L10A10, P2A10 or
P3A7
A320: 2 FMGS Honeywell FMS 2 (standard P1C8 or P1
C11)
The FMGS performs the following functions:
Two types of guidance: SELECTED and MANAGED
Flight planning: LATERAL and VERTICAL
The guidance function controls: AutoPilot, Flight Director

and AutoThrust
Guidance modes: LATERAL and VERTICAL
17
Data gathered from A340 and A320 Digital Flight
Data Recorder (DFDR)
Records the mandatory parameters
Can store the last 25 hours on a fireproof and shockproof
device
RETA-CDA demonstration performed:
During summer 2009: June – September
With Iberia airplanes coming from:
Lagos (DNMM/LOS), Dakar (GOOY/DKR) and Cairo
(HECA/CAI): A320 Family
Buenos Aires (SAEZ/EZE) and Mexico DF
(MMMX/MEX): A340 Family
Other flights with the same fleet and origins, and from
Guinea (FGSL/SSG), Sao Paulo ( SBGR/SAO-GRU) and
Santiago (SCEL/SCL), not performing CDAs analyzed to
be used as a baseline
18
Flight Operational Constraints
On board constraints
CDAs always flown over MEA until established in ILS
LOC
250 kts IAS flown below 10.000ft AGL by Iberia safety
procedure
STARs constraints removed for RETA-CDA trials
Altitudes and speeds
Weather constraints
Summer thunderstorms → Wind direction changes →
runway changes → trajectory changes
In these cases, the CDA procedure has been interrupted
On board Operational Procedure

Select the expected STAR in FMS before descent
When cleared CDA by ATC, pilots:

Check the cleared STAR in FMS
Deselect speed and level/altitude restrictions associated to
the STAR
Complete it by applying flight techniques and speeds that
they consider adequate
19
RETA-CDA
Pilots’ perspective
Jose Luis Moreta

Luis Fernández de Bobadilla
Iberia flight trials preparation

Definition of internal specific ad-hoc activities for the RETA-
CDA trials
RETA-CDA on-board procedure definition
Internal communications from Flight Operation to pilots
Definition of internal procedure for gathering CDA flight data

and pilots’ feedback
20
Pilots’ Perspective
FMS preparation required higher level of attention
No perception of a higher workload during the descent

phase of the CDA procedure
Coordination with ATC had to be clearly understood
Most flights were allowed to perform CDA from TOD
Crew concentration on flight and navigation procedures

are enhanced due to the reduced rate of ATC
communications
To perform CDA procedures it would be preferable,
to have specific CDA arrival procedures incorporated
in the FMS database. This would:
improve coordination between ATC and crews,
avoid additional workload and
ease the study of the beneficial effects of CDA approaches
21
Crew unanimously in favour of these type of
approaches
Not complicated
Positive environmental impact
Positive economic impact
IBERIA pilots are very keen on supporting and

performing any operational procedure which will
reduce CO2 emissions
RETA-CDA
Data Analysis and

Environmental Assessment
Peter Lubrani, INECO

Eduardo García, INECO
22
Data Analysis and Environmental Assessment
Study Frame (data and window of study)
Trial flights from June to September
Period (00:00 till 7:00)
Origin of flights 7 (CAI, DKR, LOS, EZE, MEX, SCL & SSG)
Aircraft studied A320 Family, A340-300/600
More than a thousand flights studied
Assessment of flight performance from FL210.
Madrid, 18th Feb 2010 RETA-CDA Workshop

RETACDA- 45

Results
AIRCRAFT FUEL BURN (KG) FROM FL210 TIME (MIN) TO DESCEND FROM FL210
TYPE
CDA NO-CDA CDA NO-CDA
Upper Reference Limit (Percentile
292 454 16,5 19,5
97.5%)
A320 Average (ccg) 224 309 14,0 16,0
Lower Reference Limit (Percentile 2.5%) 149 238 11,5 13,1
926 1505 22,0 25,3
97.5%)
A340 Average (ccg) 687 945 17,4 20,3
1069 1736 18,5 22,8
97.5%)
A340-600 Average (ccg) 827 1088 15,8 17,8
AIRCRAFT FUEL BURN SAVINGS TIME SAVINGS (MIN) TO

TYPE (KG) FROM FL210 DESCEND FROM FL210
A320 Average (ccg) 26% (85 KG) 13% (2 min)
A340 Average (ccg) 27% (258 KG) 14% (2,9 min)
A340-600 Average (ccg) 24% (261 KG) 11% (2 min)

RETACDA- 46
23

Savings
Savingsin
Savings in
in €€€and
and
and CO2
CO2 WEEKofofIberia
CO2 xxx 1flight
1 YEAR Iberiatypical
typicalschedule
schedule
Savings (x flight)
A/C Average Fuel
A320 85.0 kg
A340-300 258 kg
A340-600 261 kg

Savings
Savings in
in €€ and
and CO2 1 WEEK of Iberia typical schedule
CO2 xx flight
Typical weekly schedule
Fleet Mix A320 A340 A340-600
Nº. of flights 1278 243 182
TOTAL flights 1703
TOTAL MAX. SAVINGS
Fuel (tonne) 219
CO2 (tonne) 689.3
Savings (€) 100119.5
24

Savings
Savingsin
Savings in
in €€€and
and
and CO2
CO2 WEEKofofIberia
CO2 xxx 1flight
1 YEAR Iberiatypical
typicalschedule
schedule
TOTAL MAX. SAVINGS
Fuel (tonne) 11388
CO2 (tonne) 35843.6
Savings (€) 5.2M
TOTAL MAX. SAVINGS
Fuel (tonne) 11388
CO2 (tonne) 35843.6
Savings (€) 5.2M

RETACDA- 50
25
ENVIRONMENT
TOTAL MAX. SAVINGS
Picture:
PA
Fuel (tonne) 11388
CO2 (tonne) 35843.6

Picture: PA
Savings (€) 5.2M
CO2 (tonne) 35843.6

RETACDA- 51

ENVIRONMENT
0.5% Domestic Aviation
TOTAL MAX. SAVINGS ANSP
Picture:
PA
Fuel (tonne) 11388
CO2 (tonne) 35843.6

Picture: PA
Savings (€) 5.2M
CO2 (tonne) 35843.6

RETACDA- 52
26
ENVIRONMENT
Picture:
Fuel (tonne) 11388
PA
Airline
ETS, Allowances, growth
CO2 (tonne) 35843.6

Picture: PA
Savings (€) 5.2M
CO2 (tonne) 35843.6

RETACDA- 53

ENVIRONMENT
Picture:
Fuel (tonne) 11388
PA
Airline
ETS, Allowances, growth
CO2 (tonne) 35843.6

Picture: PA
Savings (€) 5.2M
CO2 (tonne) 35843.6

RETACDA- 54
27
Statistical Analysis Methodology
IBERIA FLIGHT
DATA Repository
Pilot's and
ATC's Reports
STATISTICAL DATA ANALYSIS
METAR Files
CDA
DEFINITION CRITERIA
Radar Data
NON CDA Flights Data CDA Flights Data
EMISSIONS ANALYSIS
(Fuel savings in Tons, CO2 Savings in Tons)

Ad-Hoc Analysis Tool
CDA flight
NO CDA flight
ALTITUDE (FL)
TIME (min)
28
Altitude (FL)
Speed (Kts)
N1 (RPM)

29

CDA Definition Criteria
CRITERIA1: CDA definition as given by Eurocontrol, FAA and Green Approaches
CRITERIA 2: the N1% profile should be as much as possible around the idle value of thrust
for the aircraft.
CRITERIA 3: CDA flights for the A320 Family will be found at or above FL150 at 12 minutes
from landing, while for the A340 Family the same is valid but at 14 minutes.
CRITERIA 4: The CDA flights will be located in a cluster of points located in the upper left
corner on a graph reflecting Fuel burn vs. Altitude.

RETACDA- 60
30
CRITERIA 2: the N1% profile should be as much as possible around the idle value of thrust
for the aircraft.

RETACDA- 61

CRITERIA 3: CDA flights for the A320 Family will be found at or above FL150 at 12 minutes
from landing, while for the A340 Family the same is valid but at 14 minutes.
CDA flight
No-CDA flight

RETACDA- 62
31
CRITERIA 4: The CDA flights will be located in a cluster of points located in the upper left
corner on a graph reflecting Fuel burn vs. Altitude.

ALTITUDE (FL) 12 minutes to THR
CDA flight
No-CDA flight
Fuek Burnt last 12 minutes of flight

RETACDA- 63

Conclusions
Aircraft Performance Analysis Tool;
Calculated average Fuel savings for the A320 Family & the A340-
300/600;
The vertical dispersion of the CDAs is smaller than the NoCDAs,
which is reflected also in the Fuel Burn dispersion values;
Vertical profiles of CDAs are higher than NoCDAs;
A preliminary study from ToD to FL210 showed that only 3-4% of
the flights made at anytime a level segment;
Consequently, for this case, the most critical area for fuel burn
savings is below FL210.
RETACDA- 64
32

RETACDA- 65
RETA-CDA
CDA implementation
in Spain
Mariano Vega, Aena
33
RETA-CDA EXPERIENCE
No special difficulties for ATC during the used time
period
CDA culture needed to optimise benefits
Effective collaboration between aviation

authorities, ANSP and Operators is fundamental
Traffic demand is the main parameter to design

CDA Implementation in Aena Airports
TRAFFIC DEMAND CLASSIFICATION

LOW DEMAND:
Traffic separation/sequencing is rarely needed for CDA
MIDIUM DEMAND:
Traffic need to be sequenced to a given point before
starting CDA
HIGH DEMAND:
High sequencing is needed and complete CDA
implementation is not feasible without provoking strong
delays
34
AIRPORT CLASIFICATION
PHASE 1 (2010):
Airport operating H24 with no operational constraints
during night period
PHASE 2 (2011 - 2012):

Airports with no operational constraints and with no
specific technical for CDA implementation
PHASE 3 (2013 - ):
Airports in which full CDA implementation has a strong
impact on Airport capacity. Partial implementation will be
analysed
AIRPORTS PHASE 1
ALICANTE, BARCELONA, GIRONA, GRAN CANARIA, IBIZA,
MADRID BARAJAS, MALAGA, PALMA DE MALLORCA,
TENERIFE SUR, VALENCIA. (DURING NIGHT PERIOD)
AIRPORTS PHASE 2
A CORUÑA, ALMERIA, ASTURIAS, BURGOS, CIUDAD REAL,
GRANADA, EL HIERRO, JEREZ, GOMERA, LA PALMA,
LOGROÑO, MELILLA, PAMPLONA, SAN SEBASTIAN,
SANTANDER, SANTIAGO, VIGO, VITORIA
AIRPORTS PHASE 3
ALICANTE, BARCELONA, GIRONA, GRAN CANARIA, IBIZA,
MADRID BARAJAS,MALAGA PALMA DE MALLORCA,
TENERIFE SUR, VALENCIA. (DURING DAY PERIOD)
BILBAO, FUERTEVENTURA, LANZAROTE, MENORCA,
SEVILLA, TENERIFE NORTE
35
RETA-CDA
Conclusions
Luis Chocano, INECO
RETA-CDA
The implementation of CDA procedures in
Terminal Areas has a positive environmental
impact, with a significant reduction CO2
emissions
A great number of trials have been performed in

Madrid TMA
The results show important savings in CO2 emissions,
around 25%
Analyses also show time savings from FL 210 to
threshold around 13%
36
Conclusions
Airlines are also able to profit the economic
savings:
Fuel burn reduction
Savings in CO2 may translate into less need to
buy allowances at ETS market prices
CO2 emissions reduction in TMA will help to
achieve the overall SESAR objective of 10%
emissions reductions
Noise impact is minimized in the surroundings of
the airport as the aircraft CDA approach is at a
higher altitude and idle thrust
Conclusions
The results validate the project objective:
Continuous Descent Approaches (CDAs)

in the TMA deliver significant
environmental and economic benefits
37
Conclusions
Both pilots and ATC are unanimously in favour of
implementing CDA procedures
Recommendations to have specific CDA published
arrival procedures
And incorporated in the FMS database
The experience has been of great value for the
future implementation of CDA in the airports of the
Aena network in Spain.
Aena Phase-1 plan to implement RETACDA-like
operations in several airports in Spain in 2010
Conclusions
Recommendations discussed include:

To assess the feasibility of expanding the
application of CDA approaches to other airport
contexts and not only at night hours with low
traffic
To assess time requirements (RTA/ETA) applied
to CDA
Key point to ease the control sequencing and
merging activity and promote CDA
implementation
38
RETA-CDA
Thank you very much for

your attention
Questions?
Mariano Vega, Aena
Jose L. Moreta, Iberia
Luis Fdez. de Bobadilla, Iberia
Peter Lubrani, INECO,
Eduardo Garcia, INECO
Luis Chocano, INECO, Project Coordinator
18thth Feb
Madrid, 18
Madrid, Feb 2010
2010 RETA-CDA Workshop 77
39

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RETA-CDA

“Reduction of Emissions in Terminal Areas (TMA)

Mariano Vega, Aena

Madrid, 18th Feb 2010 RETA-CDA Workshop 2

 To show project objectives, context and activities performed

 To present RETA-CDA flight demonstrations’ results to the

 To exchange feedback with other users / stakeholders

Madrid, 18th Feb 2010 RETA-CDA Workshop 3

AIRE Activities in Europe

Alain Siebert, SJU

Madrid, 18th Feb 2010

RETA-CDA Project Presentation

Luis Chocano, INECO

Madrid, 18th Feb 2010

Madrid, 18th Feb 2010 RETA-CDA Workshop 6

Madrid, 18th Feb 2010 RETA-CDA Workshop 7

 The aim is the reduction

Madrid, 18th Feb 2010 RETA-CDA Workshop 8

Madrid, 18th Feb 2010 RETA-CDA Workshop 9

Madrid, 18th Feb 2010 RETA-CDA Workshop 10

During June, July, August until September 2009

Madrid, 18th Feb 2010 RETA-CDA Workshop 11

March - May June - September

Total of flights 431 620

Madrid, 18th Feb 2010 RETA-CDA Workshop 13

Madrid TMA and Airport

Mariano Vega, Aena

Madrid, 18th Feb 2010

Madrid, 18th Feb 2010 RETA-CDA Workshop 15

Operational Environment Description

ATZ: Covering the airspace controlled by the airport tower. The

Madrid, 18th Feb 2010 RETA-CDA Workshop 16

To let depending RBO

Madrid, 18th Feb 2010 RETA-CDA Workshop 17

Operational Environment Description

Madrid, 18th Feb 2010 RETA-CDA Workshop 18

Madrid, 18th Feb 2010 RETA-CDA Workshop 19

Mariano Vega, Aena

Madrid, 18th Feb 2010

 Both ATC units work in close coordination to avoid

 Follows the North configuration STAR routes

Madrid, 18th Feb 2010 RETA-CDA Workshop 21

 STAR procedures according to the origin of the

Madrid, 18th Feb 2010 RETA-CDA Workshop 23

 Both points finish in a common intermediate

Madrid, 18th Feb 2010 RETA-CDA Workshop 24

Madrid, 18th Feb 2010 RETA-CDA Workshop 25

Flight Operational Constraints

Madrid, 18th Feb 2010 RETA-CDA Workshop 26

Madrid, 18th Feb 2010 RETA-CDA Workshop 27

Mariano Vega, Aena

Madrid, 18th Feb 2010

 Controllers reduced interventions to maintain

 Clearance for CDA given by the approach ATC at

Madrid, 18th Feb 2010 RETA-CDA Workshop 29

provide a clear separation between CDA traffic

Madrid, 18th Feb 2010 RETA-CDA Workshop 30

On board Operational Procedures

Jose Luis Moreta

Madrid, 18th Feb 2010

A320-211 CFM 56-5A

Madrid, 18th Feb 2010 RETA-CDA Workshop 33

Two types of guidance: SELECTED and MANAGED

Flight planning: LATERAL and VERTICAL

To show project objectives, context and activities performed

To present RETA-CDA flight demonstrations’ results to the

To exchange feedback with other users / stakeholders

The aim is the reduction

Both ATC units work in close coordination to avoid

Follows the North configuration STAR routes

STAR procedures according to the origin of the

Both points finish in a common intermediate

Controllers reduced interventions to maintain

Clearance for CDA given by the approach ATC at

When cleared CDA by ATC, pilots:

RETA-CDA on-board procedure definition

Internal communications from Flight Operation to pilots

Definition of internal procedure for gathering CDA flight data

No perception of a higher workload during the descent

Coordination with ATC had to be clearly understood

Most flights were allowed to perform CDA from TOD

Crew concentration on flight and navigation procedures

IBERIA pilots are very keen on supporting and