Presentation of the CCO/CDO Task Force

VFE workshop

David Brain

DECMA/ACS/ENV

26/11/2018

Objective of the presentation

Show how the work of the CCO/CDO TF fits in EUROCONTROL’s collaborative

framework relating to vertical flight efficiency

Introduce the European CCO/CDO TF

Provide information on the TF work and planned deliverables

Detail how the CCO/CDO TF provides support to NETOPS / RNDSG in identifying

the fuel saving (dis)benefits from cruising at (non)optimal levels (VFE en-route)

2CCO/CDO Task Force

Setting the scene

What is a CDO?

ICAO: “An operation, enabled by airspace design, procedure design and ATC facilitation, in

which an arriving aircraft descends continuously, to the greatest possible extent, by employing

minimum engine thrust, ideally in a low drag configuration, prior to the final approach fix”

Pilot technique, 2nd lesson in pilot training

Despite CDO support from ACI, IATA, CANSO and ICAO, there was no clear picture of what

was happening in Europe; how much CDO was being executed? a ‘CDO airport’ could enable 1

CDO a year from 6000ft or 100% CDO from ToD; no clear distinction

Conference in Germany, misleading information CCO/CDO TF set up in 2015 CCO/CDO Task Force 3

Setting the scene

The CCO/CDO TF was established by EUROCONTROL in 2015

The Task Force delivered a set of Stakeholder agreed definitions, metrics and parameters for

measurement in order to enable a harmonised European measurement of CCO/CDO

execution. Outcomes included:

A harmonised definition of both noise and fuel CDOs;

A harmonised definition of both noise and fuel CCOs; and,

A harmonised set of metrics and parameters for CCO / CDO

measurement relating to average time in level flight.

CCO/CDO Task Force 4

Setting the scene

To help inform Stakeholders of the outcomes of the CCO / CDO TF, an animation was

developed which can be accessed at https://www.eurocontrol.int/articles/continuous-climb-and-

descent-operations

Stakeholders are being encouraged to use the harmonised definitions and parameters of the TF

when measuring CCO / CDO especially when measurements are presented at the international

level in order to allow a harmonised comparison of performance.

CCO/CDO Task Force 5

Setting the scene

Based on the harmonised outcomes of the TF, EUROCONTROL has undertaken an ECAC-

wide CCO / CDO study to identify the full extent of current CCO and CDO implementation and

to estimate the benefit pool of vertical flight efficiency in the climb / descent phases.

The results indicate that:

Potential savings IN ECAC of up to 340,000 tonnes fuel / year, 1.1M tonnes CO2 / year and 200M EUR /

year1; and,

Potential fuel saving benefits from CDO are in the region of x10 of those from CCO.

CCO / CDO Task Force was reactivated in early 2018

1based upon current IATA fuel price

CCO/CDO Task Force 6

10 years old

Full update of latest information and new proposals

UPDATE

TF deliverable 1: CDO Action Plan update

CCO/CDO Task Force

CCO / CDO Task Force

Detail harmonised definitions and parameters for measurement

Monthly airline / airport CCO / CDO performance tables for ALL European

airports and ALL airlines flying in Europe based on harmonised TF definitions

Updated estimations of noise benefits from

optimised CCO / CDO

Highlight overall benefit pool

Highlight benefits differential between CDO/CCO from / to ToD/ToC

and low level CDO/CCO

Promote airline good practices in pilot training

(basic / type rating) on CCO/CDO e.g. Ryanair / Wizzair

CCO/CDO Task Force

CCO / CDO Task Force

Update ATCO Common Core Content training material

on CCO / CDO and energy management

Promote regular coordination between Pilot / ATCOs

Incorporate CCO/CDO at the very start of the airspace design

process

Ensure CCO/CDO included in airline SOPs

Ensure collaboration with every industry organisation to

ensure appropriate member representation and dissemination

of information to their members

Harmonising AIP content on CCO / CDO

Describe the different constraints that limit the optimisation of CCO/CDO;

Propose ways where operational stakeholders may be able to mitigate for, or

reduce, the impact of operational constraints; and,

Address interdependencies and the sharing of responsibilities and identify the

enablers to better understand, evaluate and optimise CCO / CDO

Performances.

TF deliverable 2: CCO/CDO ‘State of Play’ document

CCO/CDO Task Force

CCO / CDO Task Force

Looking at the relationship between CCO / CDO results and airport

Capacity / airspace complexity;

Looking at all the interdependencies (capacity, safety, weather,

parallel runway operations, CDO versus CCO….);

Identifying PBN solutions / other concepts as enablers to

improve CCO/CDO;

Looking at CDO at lower levels (airline / pilot practices for

Resulting in different levels of CCO/CDO execution…);

CCO/CDO Task Force

CCO / CDO Task Force

Looking at CDO at higher levels and what impact specific level

restrictions / restrictive LoAs have upon VFE for arriving aircraft

Tools for optimizing CCO / CDO;

Collaborative Environmental Management (CEM) as a forum to bring

all stakeholders together to discuss CCO / CDO; and,

The shared responsibilities of airlines / pilots / Service Providers.

CCO/CDO Task Force

In EUROCONTROL, RNDSG is responsible for VFE en-route

Airspace users have provided examples of the fuel burn impacts of flying at non-optimal levels

The CCO/CDO TF has proposed to support RNDSG’s analysis by using the latest models to

measure such fuel burn impacts

A preliminary analysis has identified that the fuel burning penalties of flying at non-optimal levels are

in line both with RNDSG airline fuel planners AND with the Rules of Thumb (RoT) identified by the

manufacturers e.g.

Airbus A350 (built to fly at FL350) ~5% for -2000ft, ~8% increase in fuel flow for -4000ft

Boeing RoT ~4% fuel burn increase for -2000ft

For a comprehensive study, further data is required (more a/c types / MTOW / city pairs etc.)

The expected outcome is that the airspace design process will incorporate an assessment of the

benefits of flying at optimal levels and therefore lead to an airspace design process that takes into

account the vertical flight efficiency of the whole flight, where possible.

CCO / CDO TF support to RNDSG on VFE (dis)benefits of flying

at (non)optimal levels

CCO/CDO Task Force

PRC – CCO/CDO Task Force - RNDSG

14CCO/CDO Task Force

Questions….

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