A three-level approach to reducing the environmental impact of aviation

How an aircraft climbs or descends can make a significant difference to its environment impact. The SESAR JU DYN-MARS project combines novel avionics and advanced communications with improved arrival routes and procedures to increase the efficiency of aircraft during descent and approach. In this interview with Fethi Abdelmoula, DYN-MARS project manager, outlines a three-level approach to minimising exhaust emissions and noise pollution during critical flight phases.

What is the main objective of the DYN-MARS project and what problem is it trying to solve?

Fethi Abdelmoula: If I had to break it down, I would say that our main goal is to minimise exhaust emissions and noise pollution fro aircraft during climb, descent and approach.

The problem with achieving this goal is that today's airport environments are extremely busy and highly dynamic. This complicates allowing an individual aircraft to fly its optimal trajectory during approach. As it has to take arrival sequencing considerations, vertical separation between aircraft and overall airspace capacity needs into account.

The DYN-MARS project is aiming to minimise flights' negative environmental impact during descent and approach through operational implementation that relies on improved collaboration between pilot and air traffic control (ATC).

To this end we are testing new avionics functions inside the "flight management system" that will support the aircraft's operators in more efficiently controlling altitude and speed during descent and approach.

How do you propose to approach these problems?

Fethi Abdelmoula: The innovative DYN-MARS concept includes, amongst other things, the use of combined dynamic route structure from Air Traffic Control and enhanced support to the pilot from the on-board Flight Management system.

This involves balancing the dissipation of potential and kinetic energy while optimising the use of flaps and identifying the best time for extending the landing gear.

This will be supported by enhanced exchange of information between the approaching aircraft and ATC.

Which type of enhanced exchange of information do you foresee?

Fethi Abdelmoula: There are three types of information that we are going to look at:

The first type of improvements we are examining is planning of an accurate flight plan for the approach phase by ATC. Basic improvements might already be achieved by the more consistent, timely and accurate transmission by ATC to pilots and onboard systems of the expected flight distance from current aircraft position to the runway threshold.

The next type of improvements we are looking at is the transmission of a "performance-based navigation" (PBN) procedure dynamically assigned by ATC to individual aircraft.

To do this effectively, data such as extended projected profile (EPP) frames shall be sent from the aircraft to ATC. Only with this precise information, can ATC adjust and finely-tune the PBN to match flight performance and dynamic characteristics of the aircraft within the terminal manoeuvring area (TMA).

The third type of improvements that we will analyse are improved standard operating procedures for tactical speed reductions by the approach controller that match the aircraft's energy dissipation capability[MG1] , and the communication of more detailed weather information to the aircraft's onboard systems, including information on wind shear and temperature inversion layers.

Can you already give us an estimate of the impact the DYN-MARS research might have?

Fethi Abdelmoula: The whole DYN-MARS solution will be validated through five specific exercises, addressing each of the system's components across a range of use cases. If all goes according to plan, we are expecting a reduction of approx. 10% in CO₂ emissions and fuel consumption during descent and approach per flight. In terms of noise pollution, we anticipate a decrease by at least 1dB(A) per descent and approach.

More about the project:

https://www.sesarju.eu/projects/DYN-MARS

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