Continuous Descent Operations at Brussels Airport (pics)

[sn26567]

This morning I attended the press conference of Belgocontrol, Brussels Airport and Brussels Airlines about the Continuous Descent Operations (CDO) held at the Control Tower of Brussels (see press release: viewtopic.php?p=262069#p262069).

Arrival at the Control Tower

Introduction by G Sciot, VP Communication at Brussels Airlines

The project has been named B3, for the initials of the three partners:

• 1. Airline (Brussels Airlines)
• 2. Air Navigation Service Provider (Belgocontrol)
• 3. Airport Authority (The Brussels Airport Company)

The speakers: C Borghini (SESAR), Capt Ph Coupez (Airbus fleet manager Brussels Airlines), Ir. E Peeters (Environmental Adviser Belgocontrol), Ir. G Geentjes (Acoustic Lab KUL)

The three companies have been carrying out tests from November 2010 until now and the results are positive, both for the economy and the environment.

Currently, the conventional descent is made in a stair-step approach. The continuous descent allows the plane to start its descent later and in a continuous way with minimal engine power, without levelling off in between, which provides for savings in fuel, less CO2 emissions and less noise.

CDO vs. Stair-Step approach

In Belgium, which has a limited and complex air space, CDO can only be implemented below 3500 m and for a limited number of flights: Continuous Descent Operations can only take place when the air traffic situation (separation between aircraft) allows it. Nevertheless, the experiments showed fuel savings of 50 kg for an A320 and 100 kg for an A330, with CO2 emissions reduced respectively by 160 and 315 kg. For the entire Brussels Airlines operations, it means that yearly three medium-haul A320 flights can be operated with the fuel saved by CDO.

The noise reduction is 3 dB(A) for the A320 and 3 dB(A) for the A330.

The total cost of the project was 300,000 euros. They were paid at 50%, a private/public European partnership, and the other 50% equally divided between the B3 partners.

Conclusions:

1. ‘Green’ CDO landings are even in the complex Belgian airspace possible and have a direct impact on the environment

2. Belgocontrol, Brussels Airlines and Brussels Airport have proven through the B3 project that they take up their responsibility in the aviation & environment discussion

The conference was concluded with a visit of the tower. Not the operational floor on the top, but a training room one floor lower.

Control tower

See also pictures taken from the tower in the spotting section: viewtopic.php?f=21&t=47036

Copyright (text and pictures) A Orban, representing Luchtzak:

[regi]

Despite the very little gain, every point is a point.

One question: is such a decent not more unconfortable for passengers? More bumpy?

[B.Inventive]

Not at all regi, au contraire, it's 'smoother' since you cut out the 'annoying' and 'consuming' level offs...

[regi]

Not at all regi, au contraire, it's 'smoother' since you cut out the 'annoying' and 'consuming' level offs...

thank you to confort me, I am a senstitive passenger

[Nevihta]

How many flights to save the 300.000€ already invested in the project ?

[JAF737]

Despite the very little gain, every point is a point.

It's not a little gain at all. It makes a HUGE difference. Perhaps not on a single flight, but you have to count that for every approach and for every single aircraft, every day. It's A LOT of fuel savings...

[DeltaWiskey]

@Nevihta": Around 6000 flights, only to payback the already invested money...

[regi]

Despite the very little gain, every point is a point.

It's not a little gain at all. It makes a HUGE difference. Perhaps not on a single flight, but you have to count that for every approach and for every single aircraft, every day. It's A LOT of fuel savings...

Thank you for the correction because this is in fact what I meant. Many small drops fill a bucket. And if large airlines with many airplanes and with many landings would do the same, it would make a much bigger difference.

[sn26567]

It's not a little gain at all. It makes a HUGE difference. Perhaps not on a single flight, but you have to count that for every approach and for every single aircraft, every day. It's A LOT of fuel savings...

Not all flights can make a continuous descent. At rush hours it is almost impossible. Thus only some flights (not all of them) at non-rush hours are concerned.

But Brussels is not the only airport experimenting the technique: it is also applied at Stockholm, Marseilles and other European airports. And these airports are exchanging their experience. And all airlines can benefit from the savings, as long as they are willing to participate in the programme(s). Capt. Coupez told me that SN participates at several airports besides Brussels.

[sn26567]

CDO (Continuous Descent Operations) will be implemented from 26 June 2014 at Brussels Airport on runways 25L, 25R and 19 after two years of testing and improvements, according to a news release of Belgocontrol issued today.

The savings for a medium-haul aircraft like the A320 are 50 kg of kerosene and emissions of CO2 are reduced by 160 kg. There is also a noise reduction of 2 dB (to the attention of regi: this is a proactive measure to reduce nuisance).

[regi]

(to the attention of regi: this is a proactive measure to reduce nuisance).

[Elpiloto]

I wonder if we do not be at FL190 now at the border...
that would make a BIG difference...

we shall see??!!

[Desert Rat]

The use of derated Climb would help as well to reduce the noise.

[JAFflyer]

CDA is almost useless imho unless the French, Germans and English cooperate. Starting a CDA from your cruising level down to the runway in idle power significantly saves fuel, but starting it from 24,000' or 22,000' with intermediate step-downs at 2000 fpm minimum is almost useless. It still leaves you with a portion of level flight at those levels, which increases the fuel flow rate a lot.

I wonder if this is incorporated in the plan...

[Bracebrace]

Everybody seems to forget the safety. It is a lot safer since every level off requires altitude to be set and confirmed, and mistakes here still happen daily around the world. Only for that reason, it should become mandatory. For the exact same reasons we have CDA's without leveloffs now.

There is no reason not to go for it. Night arrivals are a good reason already on itself.

[Atco EBBR]

Everybody seems to forget the safety. It is a lot safer since every level off requires altitude to be set and confirmed, and mistakes here still happen daily around the world.

Don't forget that mode S allows us to see on the radarscreen which level has been selected in the autopilot. So wrong readback/hearback problems have been greatly reduced...

Regardless, CDO's are a good idea, although only feasable in light/medium traffic, it will be a marginal gain...

[Zorba]

I wonder if we do not be at FL190 now at the border...
that would make a BIG difference...

we shall see??!!

There still are Letters Of Agreement to be respected, and these have (for now) nothing to do with CDA.