CHAPTER NINE States’ Action Plans and Capacity …...Implementation of CCO/CDO procedures at the...

Implementation of CCO/CDO procedures at the Libreville Léon Mba International Airport

CHAPTER NINE States’ Action Plans and Capacity-building 324

Implementation of CCO/CDO procedures at the Libreville Léon Mba International AirportBy Larissa Pamela Dianga Nzengue (Gabon)

PROJECT PURPOSE

Since 2015, Gabon has benefited from the Joint Assistance Project of the International Civil Aviation Organization (ICAO) and the European Union (EU) “Capacity Building for CO2 Mitigation from International Aviation.” Within this context, Gabon submitted to ICAO in April 2016 its action plan for reducing CO2 emissions from international aviation. The plan contains fifteen mitigation measures from the Basket of Measures proposed by ICAO, with the majority of the measures related to improvements in air traffic management.

It is in the framework of objective 3 of the ICAO/EU Project that in September 2016, Gabon, together with Burkina Faso, was one of the States selected to benefit from technical and financial support for the implementation of a pilot project to establish Continuous Climb Operations (CCO) and Continuous Descent Operations (CDO) at the Libreville Léon Mba International Airport. These correspond to the M3 and M4 measures from the National Action Plan for the reduction of CO2 emissions.

In order to implement this pilot project, ICAO turned to the Agency for Air Navigation Safety in Africa and Madagascar (ASECNA), an air navigation service provider, given its competence and expertise in the field of air navigation in several African States and in Gabon and for possessing a flight procedure design service. Thus, a Memorandum of Understanding was signed between ICAO and ASECNA and a business plan was agreed upon for the deployment of these CCO/CDO procedures.

This pilot project is organized around three main phases: the initial phase comprising a design part, the design phase and the validation, approval, publication and evaluation phase.

PROJECT’S ENVIRONMENTAL FOOTPRINT AND COST/BENEFIT ADVANTAGE

The ICAO Environmental Benefit Tool (EBT) was used to estimate the amount of fuel consumed from the data provided in 2014 by four Gabonese airlines operating international flights.

The following table shows the results obtained for CCO and CDO operations:

The implementat ion of CCO/CDO represents environmental benefits equivalent to a reduction of approximately 1013.72 tonnes of CO2 emissions in the atmosphere per year from international traffic alone handled by these national airlines.

Considering that CCO/CDO will be deployed for all flights to and from Libreville, it is highly likely that the benefits in terms of reducing CO2 emissions will increase.

Total number of operations taken into account

Fuel savings (tonnes)

Emissions reduction*

(tCO2/year)

CDO 2005 120.30 380.14

CCO 2005 200.50 633.58

Total 4010 320.80 1013.72

*1 Kg of fuel generating approximately 3.16 kg of CO2



RELATED QUANTITATIVE/QUALITATIVE BENEFITS

The use of CCO/CDO helps improve safety, flight regularity and airspace capacity, while reducing perceived ground noise, fuel consumption, emissions and the frequency of controller-pilot communications. It also provides better organization of air traffic flows which leads to a reduction in the workload of controllers and pilots.

Aside from the expected benefits mentioned above, this project’s implementation has made it possible:

• to strengthen cooperation between civil aviation and military aviation;

• to reinforce cohesion between the appropriate civil aviation authority and the aviation industry;

• to increase communications between controllers and pilots;

• to find significant support for the project from stakeholders, as well as for the events organized by the National Civil Aviation Authority (ANAC) on environmental protection;

• to lead to substantial progress in the implementation of the M10 mitigation measure aimed at implementing flexible procedures for a common use of airspace by civil aviation and military aviation.

PROJECT IMPLEMENTATION

Activities related to the implementation of these operations were carried out in accordance with the provisions of ICAO Doc 9906 — Quality Assurance Manual for Flight Procedure Design and were included in the Gabonese Aviation Regulations RAG 7.2.2, Chapter 2 of which defines the reference framework for the process of establishing instrument flight procedures in the context of quality assurance.

The flow diagram below shows the 16 stages of the process. Project implementation is currently at Stage 9.

FIGURE 1: Instrument flight procedure process flow diagram

IMAGE 1: Involvement of military personnel in the project

IMAGE 2: Communication between a pilot and an air traffic controller

1. Initiation;2. Collect and validate all data;3. Create conceptual design;4. Review by stakeholders;5. Apply criteria;6. Document and store;7. Conduct safety activities;8. Conduct validation and criteria

verification;9. Consult with stakeholders;10. Approve ifp;11. Create draft publication;12. Verify draft publication;13. Publish ifp;14. Obtain feedback from

stakeholders;15. Conduct continuous

maintenance;16. Conduct periodic review.

Quality Assurance Manual for Flight Procedure Design — Volume I 5

Figure 2. IFP process flow diagram.

8/8/13 No. 1

Initiation

ENDGo? No

Yes

Collect and validate all data

Create conceptual design

Review by stakeholders

Approved?

Yes

No

Apply criteria

Document and store

Conduct safety activities

Determine level of safety impact

Development of safetydocumentation

YesFail

Fail

Pass

Pass

NoValid and verified?

Consult with stakeholders

Approve IFP

Approved?No

Yes

Create draft publication

Verify draft publication

Verified?

Publish IFP

Obtain feedback from stakeholders

Conduct continuous maintenance

Action required?Yes

No

Conduct periodic review

Action required?Yes No

See Doc 9906, Volume 5 -

Validation of Instrument Flight Procedures

Conduct validation



Stage 1 Initiation

The choice of retaining CCO/CDO operations as CO2

emission mitigation measures and the decision to retain Gabon as the beneficiary State to receive funding are the main components of the process start-up phase.

Following the various administrative formalities, the project commenced with the joint ASECNA/ICAO exploratory mission in Libreville in October 2017, with the support of ANAC. This mission made it possible to meet the main stakeholders: the ministry responsible for civil aviation, the military authorities, the Libreville airport management, the airlines (domestic and foreign), and the local ASECNA authorities.

Information sessions were organized with each of the stakeholders, which helped to identify the constraints related to project implementation, including the existence of two special status areas. This stage came to a close with terms of reference being defined for the establishment of a national team to ensure project support and monitoring.

Stage 2 Collect and validate all data

Since ASECNA had been designated by Gabon to manage its airspace and to provide air navigation services, it already possessed much of the data required to design the procedures: field data, obstacle data, aerodrome data, aeronautical data, navigation aid data, and the important issues that exist for local navigation. Additional data was collected from the airlines that fly to the Libreville airport, including data on aircraft types and their fuel consumption.

Stage 3 Create conceptual design

Following the exploratory mission, a project launch seminar was held in Libreville from 23 to 27 October 2017. The intent of that seminar was to train approximately 50 participants from civil and military aviation on notions regarding performance-based navigation (PBN), on CCO/CDO concepts, on quality assurance in the flight procedure design process, on the safety review procedure, and on the ASECNA environmental impact assessment approach.

The seminar also enabled the conceptual design to be developed according to ICAO Doc 8168. Baseline data used to create the conceptual design were:

Libreville airspace organization (CTR, TMA, UTA) with neighbouring spaces

The existence of two (2) special status areas, which constituted the major risk that was taken into account for the implementation of a CCO optimized departure path.

AMDT 04/15

CO

RR

EC

TIO

NS

: G

857-

UTA

SA

O T

OM

E N

OTA

M A

0518

/13

- A

001 1

/14

-A06

96/1

4

SERVICE DE L'INFORMATION AÉRONAUTIQUE - ASECNA

7 ENR 2.1 - 0502 AVRIL 2015

AIPASECNA

TMA PORT GENTIL

N.G

.

RITIL

TAPIL

PONOT

ODROL

GEBRO

EDEBA

UTA DOUALA

TMA YAOUNDÉ

MISTI

KOPOV

BUNDO

EBTOLMISVA

GAKAL

ONPOX

RAMOR

TEMKI

ARASIKINDA

PITSA

KOPUB

LIROT

BOULOS

VOR-DME "LV"

VOR-DME "MBO"VOR-DME "DLA"

VOR-DME "NLY"

VOR-DME "BF"

VOR "MF"

CTR MALABO

EBULI

ETNOM

UBADO

IKRON

GAPAK

MOKOB

KOPOX

IPOTA

GULEP

TAPEK

EREGO

NAKUT

DENAD

TENTA

XURUT

POSAG

BIGINSAVON

SEMADSIRPAVOLMA

NARPI

AGSIM

GATAM

BIMOK

SISTA

DIN

DA

EDETO

MAMBA

IWONA

DESAM

DEREP

KEMOX

BIGONIKROP

RALIN

ARDEX

ERAVA

MURIM

ARKOT

IPOVO

BIDZINKEDE

DESOS

NULOS

ERKUT

EPASI

DELOR

TAKUM

OBUDU

NDB DE

NDB TJJ

NDB PR

NE

BE

X

ETOPEODOVA

AYELA

METEK

EPASA

EBETI

GUPAM

MOPOT

NDB ML

NDB KL

NDB IM

VOR-DME "STM"

VOR "CAL"

LUDNA

VOR-DME "OE"

INOSA

NDB TC

NDB KO

TMA DOUALA

VOR-DME "BTA"

VOR "PG"ILDAN

TUREX

VORET

ENUGI

INODO

CTR CALABAR

TMA LIBREVILLE

CTR YAOUNDÉ

CTR PORT GENTIL - LIBREVILLE

FL 245

450 ou 900 M SOL / MERSol

FL 145

TMA SAO TOMÉ

FL 145

UTA LIBREVILLE

900 M SOL / MER

CTR SAO TOMÉ

FL 40

TMA SAO TOMÉ

TMA PORT GENTIL - LIBREVILLE

FL 245

GABONRÉGION DE CONTRÔLE TERMINALE / TERMINAL CONTROL AREA (TMA)

FKP7

NGOME

UTA SAO TOME

TMA SAO TOMÉ

UTA LIBREVILLE

TMA LIBREVILLE

B 732

A 616

UQ583

UB73

7

B 600

UQ 584

UR 979

B73

7

UB737

UG 625

UA 400

UR

603

UQ 360

UQ 558

UQ 559

UQ 582

UB73

7

B73

7

UR 984

UA 601

UP 685

UG 856

UG

85

7

UG

861

H455

UR

986

UR

986U

A 604

UT 143

UG

861

R526

UR

987

UG 625

UQ 582

UH

455

G 8

57

UQ 584

UA 609

UA 604

B 732

UA 610

UR 984

UA 400

UG 856

UG 856

UT 419

UR 979

UQ583

UTA SAO TOMÉ

TMA PORT GENTIL

A 400

UB 600

A 609

H 4

55

G85

7

UH455

A 604

A 604

UG

857

G 8

57

UR

526

R 984

UR 854

G85

7



RNAV GNSS procedures available on runway 16 (RNAV GNSS RWY 16°)

CCO/CDO project launch seminar

The existence of STAR RNAV RW 16, of several ATS routes for departures and arrival-departure interactions

DISTANCE (NM)

VAR. 2° W(2015)

WGS 84

ALTITUDES AND HEIGHTS IN FEET BEARINGS ARE MAGNETIC OR TRUE (°T)R V R A N D V I S I N M E T E R S

Distance to THR (NM)

Altitude (ft)

"ARP"00°27'30.4"N-009°24'44.4"E

FLYOVER FLYBY

Notes :

RNP APCH

LIBREVILLE Léon MBA (FOOL)AERODROME ELEV 38 FT

HEIGHTS RELATED TO THR RWY16 - ELEV 29 FT

APPTWR 118.7

126.5RNAV (GNSS) - RWY 16

INSTRUMENTAPPROACH CHART-ICAO (ACFT CAT A, B, C, D)

605 L - 1D16 AUGUST 2018 AERONAUTICAL INFORMATION SERVICE - ASECNA

CO

RR

EC

TIO

NS

: F

OR

14

inse

rtio

n -

VO

R a

nte

nn

a a

ltit

ud

e -

ICA

O f

orm

at.

Scale: 1/250.0000 11 2 3 4 5 6 7 8 9 10 KM

1 0 1 2 3 4 5 NM

25'25'

00°30'

00°30'

35'35'

00°40'

00°40'

09° 10'

09° 10'

15'

15'

09° 20'

09° 20'

25'

25'

09° 30'

09° 30'

AREA FO

P 3

Area FOP 2ILL

GND

AREA FOD 3FL 050GND

°660

SA

NIB

RATO

S

LILAT

BIN

AS

RATO

S

°660

°642

SANIB MN 52

009 1

SA

NIB

LILA

T

066°

(T064.0°)5.0

246°(T244.0°)

5.0

5.6

156°

(T154.0°)

6.0

066°

246°1 MIN.

P r o t e c t i o n :IAS max: 230 kt2 000 / FL120

135 95

413

285

374(345)

256(227)

269(240)

306(277)

728(699)

LN 305101(72)

59(30)

LV 112.1CH 58 X

0 0 ° 3 6 ' 3 1 . 8 " N0 0 9 ° 1 4 ' 4 9 . 5 " E312°/12.1 NM LV

2 000

2 000

2 000

2 100

IAFRATOS

0 0 ° 3 8 ' 4 3 . 8 " N0 0 9 ° 1 9 ' 1 8 . 8 " E337°/11.6 NM RWY

IAF/IFBINAS

00°40'55.8"N009°23'48.0"E

000°/12.1 NM LV

IAFLILAT

0 0 ° 3 3 ' 4 2 . 4 " N0 0 9 ° 2 1 ' 4 4 . 5 " E336°/6.0 NM RWY

FAP/FAFOL501

00°28'14.9"N009°24'22.9"E

MAPtRWY

FAP/FAF 6 5 4 3 2 1

156°

(3°) 5.2%

156

156°

5610 0

VOR-DME

0.6

11.6

Missed approach: Climb straight ahead; at 600 ft QNH, turn right, direct to RATOS at 2 000 ft.Do not turn before the MAPt.

2 000(1 971)

ELEV. : 29

RWY 16

IAF/IFBINAS

FAP / FAFOL501

SDF3.0 RWY

MAPt RWY16

TA600

900530 490/460

MDA/DA

2 000 1 670 1 360 1 040

1 040

720 400

Notes : - RDH : 15 m- Minimum temperature : 10°C

TRANSITION ALTITUDE : 3 100

- (1) With approach lights - (2)

- Climbing sectors : between 012° "LV" and 234° "LV".

Without approach lights.

KT MIN SEC

90100110120130

KT MIN SEC

140150160170180

FAP / THR6 NM

TimingA

CB

D

CA

T

RVR for take-off:CAT A - B - C : 400CAT D : 400OCA

453

453

453

453

(OCH)

(424)

(424)

(424)

(424)

DA

460

460

460

460

DH

(430)

(430)

(430)

(430)

RVR(1)

900

1000

1000

1400

LNAV/VNAV

RVR(2)

1500

1500

1800

2000 4 Min 00 3 Min 36 3 Min 16 3 Min 00 2 Min 46

2 Min 34 2 Min 24 2 Min 15 2 Min 07 2 Min 00

OCA

489

489

489

489

(OCH)

(460)

(460)

(460)

(460)

MDA

490

490

490

490

MDH

(460)

(460)

(460)

(460)

RVR(1)

1000

1200

1200

1600

LNAV

RVR(2)

1500

1500

2000

2000

FOR

14

FL 050GND

4

Stage 4 Review by stakeholders

The draft conceptual design was presented to all the stakeholders and was the subject of discussions, which led to its formal approval by the entities concerned. Below is a reproduction of the approved conceptual design.

Following the seminar, the Committee responsible for CCO/CDO project implementation follow-up, composed of 21 members, was established with the following mandate:

- ensuring the coordination of actions and facilitating project implementation at the national level;

- identifying the challenges associated with project implementation and making recommendations;

- ensuring technical follow-up;

- reviewing project evaluation and progress.

The Committee met four times since the launch of the project and continues to ensure project follow-up activities.

Stage 5 Apply criteria Armed with the conceptual design, the competent ASECNA authority was able to carry out the design activity based on the criteria defined for designing the RAG 7.22 procedures – Procedures for air navigation services - technical operation of aircraft (PANS -OPS) and relevant ICAO documents.

Stage 6 Document and store Documents supporting the procedure design process such as spreadsheets, drawings and other relevant files are held by ASECNA and ANAC during the entire life cycle of CCO/CDO procedures.

Stage 7 Conduct safety activities To meet the needs of safety-related activities, a workshop was organized by ICAO/ASECNA on the safety study and environmental impact assessment from 26 to 30 March 2018 in Libreville.


Participants

•Ministry of Transport and Logistics

MINISTRY

•ANAC, OACI, CEAAC

ORGANISME

•Designers, Controllers, AIM

ORGANIZATION

•ADL

AIRPORT OPERATOR

•AIR FRANCE, SOUTH AFRICA AIRWAIS, RWANDAIR, NRT, SOLENTA, AFRIJET

AIRLINES OPERATORS






• ensuring the coordination of actions and facilitating project implementation at the national level;

• identifying the challenges associated with project implementation and making recommendations;

• ensuring technical follow-up;• reviewing project evaluation and progress.


Stage 5 Apply criteria

Armed with the conceptual design, the competent ASECNA authority was able to carry out the design activity based on the criteria defined for designing the RAG 7.22 procedures – Procedures for air navigation services - technical operation of aircraft (PANS -OPS) and relevant ICAO documents.

Stage 6 Document and store

Documents supporting the procedure design process such as spreadsheets, drawings and other relevant files are held by ASECNA and ANAC during the entire life cycle of CCO/CDO procedures.

Stage 7 Conduct safety activities

To meet the needs of safety-related activities, a workshop was organized by ICAO/ASECNA on the safety study and environmental impact assessment from 26 to 30 March 2018 in Libreville.

Thirty-one participants took part in this workshop, including one from the centre adjacent to Douala.

In accordance with the ASECNA safety impact procedure, the brainstorming activities helped to identify eight hazards related to the implementation and operation of the procedures by controllers and pilots in an environment where the air traffic control service is rendered without radar surveillance capability. The participants identified six hazards related to air traffic management (ATM) and two related to the means of communication (COM).

The work also enabled the identification of risk mitigation methods (MM) for hazards that included risks deemed unacceptable or tolerable. These recommended MMs led

4




- ensuring the coordination of actions and facilitating project implementation at the national level;

- identifying the challenges associated with project implementation and making recommendations;

- ensuring technical follow-up;

- reviewing project evaluation and progress.


Stage 5 Apply criteria Armed with the conceptual design, the competent ASECNA authority was able to carry out the design activity based on the criteria defined for designing the RAG 7.22 procedures – Procedures for air navigation services - technical operation of aircraft (PANS -OPS) and relevant ICAO documents.

Stage 6 Document and store Documents supporting the procedure design process such as spreadsheets, drawings and other relevant files are held by ASECNA and ANAC during the entire life cycle of CCO/CDO procedures.

Stage 7 Conduct safety activities To meet the needs of safety-related activities, a workshop was organized by ICAO/ASECNA on the safety study and environmental impact assessment from 26 to 30 March 2018 in Libreville.


Participants

•Ministry of Transport and Logistics

MINISTRY

•ANAC, OACI, CEAAC

ORGANISME

•Designers, Controllers, AIM

ORGANIZATION

•ADL

AIRPORT OPERATOR

•AIR FRANCE, SOUTH AFRICA AIRWAIS, RWANDAIR, NRT, SOLENTA, AFRIJET

AIRLINES OPERATORS

Safety and Environmental Impact Assessment Workshop



to the development of safety requirements for procedures and human factors.

Following this workshop, the safety file developed and approved by the participants was submitted to ANAC.

Stage 8 Conduct validation and criteria verification

Validation and criteria verification began with controller training. This training entitled “capacity-building on CCO/CDO flight operation procedures” took place in Libreville from 18 June to 21 July 2018. The training was conducted in two stages: theoretical training and practical simulator-based training.

All the air traffic controllers, some civilian and military pilots, as well as the staff from the authority responsible for the approval of the said procedures benefited from the training.

To meet the needs related to simulator-based testing, CCO/CDO procedures were tested on a simulator provided by the Air France airline thanks to a partnership agreement between Air France and the ICAO-EU project.

Following this test, a meeting was held in Libreville between the Air France focal point in charge of testing and the project monitoring committee. This meeting provided an opportunity to discuss the progress of the project and

the points to be improved for an optimal use of CCO/CDO operations.

Stage 9 Consult with stakeholders

The project is currently at this stage.

A first meeting between the Air France focal point and the CCO/CDO project monitoring committee helped to provide an opinion on the procedures. The report of this meeting containing the comments made was submitted to the ASECNA (designer) for consideration.

FUTURE DEVELOPMENT OF THE PROJECT (OVER 3 YEARS)

As the project is in its final phase, phase 3, specifically at the procedure approval stage, the next activities will include the publication and evaluation of the procedures. Consequently, testing could begin with the airlines that have been chosen, including Air France.

In the short term, we hope that the M10 measure will be effectively implemented and that the Memorandum of Understanding between ASECNA and the Air Force Chief of Staff (EMAA) will be adopted by the beginning of 2020.

In addition, one- to two-hour meetings will be organized on a regular basis between pilots and controllers to enable better ATM management.

REFERENCES

http://anacgabon.org/site/wp-content/uploads/2016/ 04/plandactions-co2.pdf

http://anacgabon.org/site/wp-content/uploads/2017/ 12/maganac-35.pdf

http://anacgabon.org/site/wp-content/uploads/2018/ 06/maganac-37.pdf

https://ais.asecna.aero/pdf/atlas/gabon/libreville/pdf/libreville-01c.pdf

https://ais.asecna.aero/pdf/atlas/gabon/libreville/pdf/libreville-01d.pdf

https://ais.asecna.aero/pdf/enr/2-enr/enr2-1/07 enr2-1-05.pdfICAO DOC 9906, Quality Assurance Manual for Flight Procedure

Design, Volume 1 Flight Procedure Design Quality Assurance System; Chapter 6 Instrument Flight Procedure Process

ICAO Doc 9750, 2016–2030 Global Air Navigation Plan, Chapter 2, Environmental gains through PBN terminal procedures — CDO and CCO

http://anacgabon.org/site/wp-content/uploads/2016/04/plandactions-co2.pdf

http://anacgabon.org/site/wp-content/uploads/2016/04/plandactions-co2.pdf

http://anacgabon.org/site/wp-content/uploads/2017/12/maganac-35.pdf








https://ais.asecna.aero/pdf/enr/2-enr/enr2-1/07enr2-1-05.pdf

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