ASPIRE Daily

Daily Airline Reporting

The ASPIRE Partners have conducted a series of five gate-to-gate "ASPIRE Green Flights" successfully demonstrating the potential for fuel and emissions savings. Although the green flights represented the best-case or ideal scenario due to the removal of controllable constraints – a practice not feasible in daily operations – most of the procedures used are available on a daily operational basis for a variety of city-pair routes throughout the Asia Pacific region. In 2010 the ASPIRE Partners agreed to a proposal for the ASPIRE Daily program, identifying city-pair routes where key elements of the ASPIRE best practices are utilised.

Objective

The objective of ASPIRE Daily is to increase awareness and utilisation of best practices on a daily basis in the Asia-Pacific region.

Goals

The goals of the ASPIRE Daily Program include:

Definitions

Participating Equipped Flight

Participating Equipped Flight refers to any flight where the aircraft meets the minimum criteria for participation in all published procedures available on the ASPIRE Daily City Pair route.

ASPIRE Daily Best Practices

ASPIRE Daily Best Practices are procedures and services that a) have proven fuel & emissions savings and b) are available on a daily basis to participating equipped flights either by pilot request (e.g. DARP), or with no action required by the flight crew (e.g. Reduced Oceanic Separation).

For 2010, the ASPIRE Daily Best Practices include:

User Preferred Routes (UPRs)

A cleared lateral profile, customised for each individual flight in order to meet the specific needs of the aircraft operator for that flight, such as fuel optimisation, cost performance, or military mission requirements. UPRs are a favoured enhancement to oceanic operations where air traffic control (ATC) limitations previously required that aircraft fly on fixed air traffic services (ATS) routes, or flexible published track systems.

Benefit: UPRs are directly attributable to the implementation of ground and airborne improvements such as automated conflict prediction, conformance monitoring and automatic dependent surveillance (ADS). When UPRs are created based on fuel optimisation considerations, the corresponding savings in greenhouse gas emissions can be substantial.

Dynamic Airborne Reroute Procedures (DARP)

A coordinated oceanic in-flight procedure to periodically modify the lateral profile of a flight in order to take full advantage of updated atmospheric conditions. Participating ANSPs can accommodate multiple in-flight reroute requests across airspace boundaries.

Benefits: DARP can provide significant savings in fuel and emissions. DARP allows aircraft operators to calculate revised profiles from the aircraft's present position to any subsequent point in the cleared route of flight in order to realise savings in fuel or time.

30/30 Reduced Oceanic Separation

The minimum lateral and longitudinal separation standard in oceanic airspace where ground-based navigation, surveillance and voice communications are not available.

Benefits: Qualified aircraft navigating in airspace where these separation reductions have been implemented achieve significantly greater efficiencies than aircraft that cannot meet these standards. This is due to the vastly increased access to optimum flight profiles associated with the tighter spacing of the aircraft. This enhanced efficiency is reflected in lower fuel burn and reduced emissions as more aircraft can fly closer to optimal tracks and altitudes.

Time-based Arrivals Management

Traffic flow management procedures and automated decision support automation utilised to reduce arrivals congestion into high density airspace and improve fuel and emissions efficiency by shifting delays to the less congested en- route phase of flight. These systems provide controllers with sequencing information, including times at strategic arrival points that the controllers may use to meter aircraft. Effective time-based arrivals management reduces low altitude vectoring and arrivals holding while also improving merging and spacing of arriving aircraft to maximise airspace efficiency.

Benefits: By reducing arrival congestion, there is less need for inefficient fuel techniques such as
low altitude vectoring and aircraft holding.

Arrivals Optimisation (Continuous Descent Approach, Optimised Profile Descent, and Tailored
Arrivals)

Any one or more of several procedures available to aircraft operators and air navigation service providers to improve the fuel efficiency for aircraft during final descent phase of a flight.

Qualifying arrivals optimisation procedures have been known as continuous descent arrivals, continuous descent approaches, optimised profile descents, tailored arrivals, and are generally referred to by ICAO as Continuous Descent Operations.

Benefits: Minimises fuel burn for the arrival segment by enabling each jet to fly the optimum track to Top of Descent (TOD) and OPD from TOD to a 6 mile final for the landing runway.

Departure Optimisation

Qualifying departure optimisation procedures must substantially improve the fuel and emissions efficiency of aircraft during the climb-to-cruise portion of flight by minimising low altitude vectoring and the need to level-off at interim altitudes. Optimise departure to facilitate unconstrained climb to cruise level and track to route start point and oceanic trajectory.

Benefits: Minimises fuel burn for the departure segment by enabling each jet to fly the optimum
profile to the Top of Climb (TOC).

Surface Movement Optimisation

Surface Movement Optimisation procedures and surface and runway movement monitoring technologies have the potential to substantially improve the fuel and emissions efficiency of aircraft by reducing taxi times through improved planning of surface movements. Surface movement optimisation procedures will be aimed at minimising the delay from start request to approval, and the time/fuel burn from start approval to take off.

Benefits: Reduced quantities of fuel burned and emissions during the surface movement phase of
flight.

ASPIRE Daily City Pairs

An ASPIRE Daily City Pair is identified by origin and destination cities (e.g. San Francisco to Auckland). The reciprocal destination and origin city pair (e.g. Auckland to San Francisco), would be considered a separate and distinct route because of the potential differences in best practice availability for departure and arrival. Initially, ASPIRE Daily will only include international City Pairs in the Asia-Pacific region with origin and destination under the jurisdiction of an ASPIRE partner. As the ASPIRE Daily programme matures, the ASPIRE partners will consider wider collaboration for the inclusion of City Pairs with origin and destination in other locations. Only City Pairs with three or more ASPIRE Daily Best Practices will qualify for the designation of ASPIRE Daily city pairs.

ASPIRE Star Ratings

Each nominated ASPIRE Daily City Pair shall be assigned a designation as an ASPIRE 3-Star, 4-Star, or 5-Star City Pair,. The nominating ANSPs will propose the star rating for each city pair. To achieve a 5-Star rating, a City Pair must utilise all 7 ASPIRE Daily Best Practices. A 4-Star City Pair will be any route with four to six Best Practices, while a 3-Star City Pair will utilise three Best Practices. City Pairs that do not have at least three available Best Practices will not be published.

ASPIRE Daily Validation

The partners have engaged IATA Asia Pacific for assessment and validation of the ASPIRE Daily Best Practices, city pair nominations and star ratings. The IATA assessment and validation is for consultation and advisory purposes.

Airline Reporting

The ability to measure the success of the ASPIRE Daily programme will depend largely upon the
accurate and timely reporting of successful utilisation rates of ASPIRE Daily City Pairs by the airlines
flying the routes. To ensure that this is occurs will require a commitment by participating airlines,
however reporting requirements have been tailored to keep the level of reporting to the minimum
required.

Post-flight reporting

Not all the ASPIRE Daily Best Practices are "visible" to flight crew, e.g. the application of 30/30 separation, and therefore reporting is limited to those practices that crew can observe. The ASPIRE Daily programme will require reporting on a post-flight basis of only those occasions when an ASPIRE Daily Best Practice available on the nominated ASPIRE Daily City Pair has been requested by a Participating Equipped Flight and has not been granted.

For example: The inaugural ASPIRE Daily 4-Star City Pair AKL-SFO includes UPR, 30/30, Departure and Arrival Optimisation. Post-flight reporting is limited to those occasions when a suitably equipped aircraft requests one of these best practices and the request is denied. In this example this could be a failure to obtain a tailored arrival into San Francisco.

Each report should include the Flight number, Date, City Pair and the Best Practice that was not delivered. The report may also contain any comments from the crew that are relevant. The actual format and communications system used is at the discretion of each airline, to ensure that it can be readily adapted to each airlines operational procedures and existing reporting.

All reports are to be sent to the IATA Asia Pacific Office, via fax or email to the following addresses:

Email: SOIASPAC@iata.org
Fax: +65 62339286

All reports should be sent within 1 month of the flight operating.

The IATA Asia Pacific Office will collate all reports and provide the information to the ASPIRE Partners.

See Also

Example of a completed reporting form (21kb PDF)