The need for evolution in Flight Planning

1
The need for evolution in Flight Planning
Flight Planning in a Dynamic Airspace
Environment17 April 2007

• Len Hearnden
• CFMU AO Liaison Cell

DMEAN Workshop
2
Aircraft operator input into the development
process

• long history of involvement by IATA and IACA
• each association solicits opinion and input
  fromtheir members
• from a wide variety of AOs operating in Europe,
  wherever their home base is in the world
• the collated input is used as a consolidated
  viewpoint in international and national meetings

3
We have to move forward

• traffic increases are relentless
• CO2 emissions are in the spotlight
• fuel costs are outside of our control
• airline survival depends on making the best use
  of resources

4
CDR and airspace usage

• flights not planning a CDR1 open most of the time
• not large numbers but still
  significant savings to be made
• flights not planning an available CDR2
• numerous reasons need to define
  them in order to move forward
• available CDR2 not used by airline or ATC
• should we delete them?

5
CDR statistics interpretation

• can make the airlines look like the bad guys
• figures show wasted opportunities
• airlines shown as not reducing emissions
• detailed analysis of non-use
• some airlines have been approached
• but a lot more work can be done
• in uneducated hands statistics can lead to very
  negative publicity for the airlines

6
Scenario planning and notification

• optimising airspace capacity
• we need a better understanding by all
  actors of the processes involved by each one
• sufficient time to plan this refers again to all
  actors
• each airline has different capabilities in
  reaction time

7
CDR and airspace availability notification

• the paper CRAM and the ADEXP version
• the CRAM viewer - needs improvement or
  replacement
• pictorial version of scenarios are improving
• different solutions for different States

8
Logistics of filing a new FPL

• system can discourage use of a CDR2 on the day of
  operation
• can be difficulty to identify where the CDR2 is
  located and if the timing is good
• need to confirm that the pilot has the new plan

9
Range of airline capabilities

• many sophisticated systems able to interpret
  CRAM but not all airlines use the system that
  they pay for to the full extent
• datalink with cockpit for some but not
  others other needs are driving datalink
  development this will enable flight plan
  delivery to the cockpit
• staff levels of competence or numbers varies
  widely this is not related to the size of the
  airline

10
Investment by airlines

• use flight plan service providers who can manage
  CDR updates some of them are increasing their
  capabilities
• those airlines who invest must be able to see a
  return
• your familiarity with your operation increases
  your benefits

11
Freedom of choice for the aircraft operator

• continued input needed in a consensual manner
• we need clear direction from the users
• participate in trials
• Air Malta have been a good example
• airlines must speak with one voice
• we must continue a clear dialogue but not in a
  fragmented manner

12
We have seen a lot of progress in flight planning
systems in the last 20 years

• Increasing levels of traffic will mean increasing
  levels of delay unless we manage to use the
  airspace to the full