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Pipe: Aviation

Germany fines aircraft operators $5.9 million as it publishes first Aviation EU ETS non-compliance list

Thu, 2015-03-05 12:25
Thu 5 Mar 2015 – Germany has become the first EU country to publish a list of aircraft operators that have not complied with the EU Emissions Trading Scheme (EU ETS) in 2012, the first year of the aviation sector's inclusion. According to the German Emissions Trading Authority (DEHSt), fines totalling €5,363,400 ($5.9m) have been levied on the 44 operators named. Most are small aircraft operators but two major German airlines, Air Berlin and Condor, have surprisingly found their way onto the list. The two carriers say this was due to small discrepancies in reporting and have received only small fines. Notable by their absence are Air China and Aeroflot, which both operated flights within the European Economic Area (EEA) during 2012 and so are still subject to the reduced scope of the EU ETS but whose governments have not permitted them to comply.
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Testimony - Before the House Transportation and Infrastructure Committee, Subcommittee on Aviation concerning Federal Aviation Administration Reauthorization: Enabling a 21st Century Aviation System

Tue, 2015-03-03 00:00

Chairman LoBiondo, Ranking Member Larsen and Members of the Subcommittee, thank you for inviting me to speak today about the reauthorization of the FAA.

It seems like not that long ago we were united behind the FAA reauthorization of 2012 with a sense of urgency to provide long term funding to support our nations aviation system. And now we are here again to continue that work. We have a joint responsibility government and industry to pull together to create the air traffic system that will carry this nation well into the 21st century.

In the last five years the FAA has made major progress in transforming our airspace system through NextGen, and that progress continues as we speak.

The FAA has delivered on its commitment to build the foundation that will support the many applications of NextGen. In 2014, we completed the coast-to-coast installation of a network of radio transceivers that will enable a satellite-based air traffic control system that provides a more precise and efficient alternative to radar. With this foundation in place, we have fulfilled our end of the bargain. We are working with the airline industry and the general aviation community to help them do their part to meet their requirement to equip by the 2020 deadline.

By the end of this month, we will finish the upgrade of our en route air traffic control automation system. This system will accommodate the new technologies of NextGen. Again, we met our commitment. This is one of the largest automation changeovers in the history of the FAA. It results in a more powerful air traffic system that can handle the challenges of the coming decades.

Through our collaboration with industry, we have identified key priorities in implementing NextGen, and we have followed through. We now have more satellite-based procedures in our skies than radar-based procedures. We have created new NextGen routes in cities across America that are saving millions of dollars in fuel burn, shortening flight paths, decreasing carbon emissions and cutting down on delays. All of this means airline schedules are more predictable and travelers face fewer delays.

The United States stands as a leader in aviation internationally, and we intend to remain the gold standard. Our manufacturers produce innovative aircraft and avionics that help maintain our nations positive balance of trade. We are truly unique in that we have the most diverse aviation community, which includes new users like unmanned aircraft and commercial space vehicles. Civil aviation contributes 12 million jobs and $1.5 trillion to our economy.

Americas leadership in aviation is being challenged on a global level, however, with the growth of foreign competitors and the shifting dynamics of supply chains. Domestically, the FAA faces challenges that I think we can all acknowledge: We have competing priorities among our stakeholders one of the byproducts of a healthy, diverse system. And, we have had to navigate a constrained fiscal environment in recent years, with nearly two dozen short term extensions prior to our 2012 reauthorization.

The FAA needs to prioritize its resources to leverage new technology and to respond nimbly to evolving challenges. To maintain our global leadership and to continue to reap the economic benefits of this industry, we should use the upcoming reauthorization to provide the FAA with the tools necessary to meet the pressing demands of the future. A lot is at stake, and we need to get this right.

To that end, the Administration has developed a set of principles that we believe will improve our nations airspace system and set the course for future progress.

First, we need to maintain our excellent safety record and foster the use of data and analysis to focus our precious resources on the areas of highest risk in our aviation system.

We must continue the modernization of our air traffic control system. Part of that effort is to ensure stable funding for core operations and NextGen investments. Collaboration with industry is absolutely essential. We need to deliver benefits, and industry needs to equip to use these improvements.

FAA Reauthorization should secure appropriate funding for our nations airports. It should also enable the integration of new users into our airspace system and support the agency in fostering a culture of innovation and efficiency.

The FAA also needs to realign todays airspace system with current demands. We need the flexibility to make investment choices that further the health of our airspace system so everyone can benefit.

And finally, we need to maintain our position of aviation leadership on the world stage. This means the FAA needs to remain at the table to shape and harmonize international aviation standards that promote seamless travel around the world.

We are extremely proud of Americas aviation heritage and the innovation and inspiration that our strong and diverse system has always provided. I look forward to working together to make sure that the United States continues to lead the world as we create the right conditions for further innovation and achievement in the second century of flight.

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Maersk warns of slowdown in global trade

Sun, 2015-03-01 07:36
Oil price drop boost offset by sluggish economies in Europe and emerging markets
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Speech - FAA Report

Fri, 2015-02-27 00:00
Deputy Administrator Michael Whitaker
Atlanta, GA

Introduction

Welcome to Richard Anderson

Thank Dennis Roberts:

  • It is my pleasure to announce Dennis Roberts as our new Southern Regional Administrator, based here in Atlanta.
  • Many of you already know Dennis from his tremendous work in the Performance Based Navigation arena.
  • Since December 2010, Dennis has been serving as Director, Airspace Services for ATOs Mission Support.
  • He worked closely with many of you as the key FAA representative on several PBN-related NAC taskings.
  • He was also instrumental in developing the PBN blueprint for success and in helping industry identify both FAA and industry barriers and possible solutions to successful usage of PBN procedures.
  • Edie Parish will be Acting Director of Airspace Services. But I want to thank and acknowledge Dennis for his very significant contributions to our NextGen efforts.

NextGen Priorities

  • A lot has happened since our last NAC meeting on Oct. 8th.
  • We delivered the NextGen Priorities Joint Implementation Plan to Congress on October 17..
  • The plan incorporated the NACs NextGen Integration Working Group Final Report as an appendix.
  • We have participated in several Congressional briefings with the NAC by our side.
  • We have also developed and implemented an oversight process for monitoring these priorities.
  • I am pleased to announce that the FAA delivered on 11 out of 11 commitments in calendar year 2014. We completed wake recat in Atlanta, Cincinnati, and Houston, and completed feasibility assessments for PBN and surface initiatives. We also completed a final investment decision for initial en-route services for Data Comm.
  • We are on target to deliver on three out of three commitments at the end of the first quarter of this calendar year, making us 14 for 14.
  • Industry also met their commitment in calendar year 2014.
    - The Performance Based Operations Aviation Rulemaking Committee (PARC) completed their review of the data link recording rule and delivered recommendations in November of last year.
    - I am very pleased to report that we completed our review of their recommendations, and on Wednesday, February 25, our new policy went on display in the Federal Register. The new policy applies the recorder rule only to new aircraft, manufactured after the effective date of the rule, and to those aircraft which did not have any data link solutions available before the effective date.
    - This new policy will allow the rule to be applied in a consistent and predictable manner, and it enables thousandsof older aircraft to affordably access the safety and efficiency benefits of data communications.
  • This work on NextGen Priorities has been very rewarding for the FAA and sets a new standard for how we are working together with the NAC to move NextGen forward.
  • You will hear more details on all of these accomplishments this afternoon from the leads of the working groups and our FAA subject matter experts.
  • I would also like to take this opportunity to thank Steve Dickson for his outstanding leadership of the NAC Subcommittee Tim Campbell has a tough act to follow.

ADS-B Equip 2020 Mandate

  • Eleven days after filing our report to Congress on the NextGen Priorities, FAA hosted an industry Call to Action.
  • This was designed to bring all industry stakeholders together to assess how were doing toward being fully equipped with ADS-B Out by January 1, 2020.
  • It was a very well attended event.
    - Identified a number of issues.
    - Created working groups to roll up our collective sleeves and problem solve.
    - This was led by General Hoot Gibson from the NextGen Institute, and the effort was called Equip 2020.
  • Im pleased to report that this initiative has resulted in quite a bit of progress. Ill mention just three areas where weve made significant progress.
    - In general aviation, we are seeing a marked uptick in equipage 3,000 aircraft have equipped since October: A 50 percent spike.
    More significantly, competition amongst avionics manufacturers has led to a dramatic cost reduction in equipage over a 50 percent price drop since October.
    Several sources now exist for units at prices lower than $2,000.
  • In support of airline equipage, the Equip 2020 team reached an agreement that allows air carriers with first and second generation receivers (SA aware) to continue to use these until 2025. This recognizes their dedication in adopting early and it provides time to upgrade to the best available receiver technology.
  • It also recognizes that we want to reward not punish early adopters of technology. We want to ensure earlier equippers have flexibility in compliance with final standards.
  • This has been an unresolved issue for three years but after the Call to Action, we got an agreement in about 60 days. Its a good example of what can be accomplished when experts work together as a team.
  • I also want to credit Equip 2020 for producing an equipage tracking database.
  • With this effort, youll be able to capture data from suppliers (the solutions and products theyre offering) and youll be able capture data from the air carriers (what are they buying, when are they buying it, etc.).
  • With this information, youll be able to track the equipage trends specifically, by comparing supplier plans with air carrier plans and spot potential risks to achieving equipage compliance by the deadline.
  • This way, well know if were on track for 2020 and if not, we can redouble our efforts accordingly.

McKinsey Benefits Study

Like I said, its been a busy few months

  • In addition to the Priorities and Equip 2020, FAA engaged the consulting firm McKinsey & Company to better understand the benefits NextGen is providing to the aviation industry.
  • The FAA worked with McKinsey to conduct carrier-specific NextGen benefits evaluations, including the benefits of equipping with ADS-B Out.
    - This McKinsey study covered major categories of carrier benefits, including:
    Savings in direct operating expenses
    Savings in crew time
    Overhead savings
    Benefits of added capacity
    Benefits of increased predictability
    - The consultants used a replicable analysis based on the FAAs system-wide model, with added elements that can be included in future modeling.
  • We presented a business case to carriers in their language based on carrier-specific details, including:
    - Flight schedules and
    - Fleet projections and
    - The Net Present Value investment case for ADS-B Out and partial DataComm equipage by 2020, which in each case has a positive NPV.
  • We held discussions with the six major passenger carriers:
    - Delta, Alaska, United, Southwest, American and jetBlue
    - We have also met with UPS and are scheduled to visit FedEx and Republic in the coming weeks.
  • Key themes we heard from the airlines:
    - Appreciation of, and need for, an open, airline-specific dialogue with FAA on NextGen.
    - Perceived challenges with previous programs.
    - Commitment to equip for the ADS-B 2020 mandate.
    - Excitement over NextGen and the promise of future benefits.
    - Specific, near-term improvements each airline would like to see to maximize benefits.
  • Next steps for the FAAswork on NextGen benefits and carrier alignment:
    - Follow-up discussions with airlines.
    - Update to the FAAs NextGen strategy.

Houston, North Texas and DC Metroplex

  • Finally, just before the last NAC meeting, we implemented the latest Metroplex in North Texas, and subsequently we implemented new procedures in DC.

    - Lynn Ray is going to provide an overview of those projects.

Lynn:

  • I would like to share a few highlights from our successful Metroplex initiatives in Houston, North Texas and Washington, D.C.
  • In the spring of 2014, we launched 61 new routes for flights into and out of Houston area airports. At the same time, we also used a Time Based Flow Management capability along with the Houston Metroplex enhancements to help match capacity and demand, and increase throughput and capacity. Post-implementation data analysis shows an annual savings of $6 million from reduced fuel consumption.
  • Now in December, as part of NextGen priorities, we added the wake recat capability into Houston Intercontinental and Hobby airports, giving Houston a suite of fully integrated tools and capabilities.
  • Last September in North Texas, we increased safety by procedurally separating departure and arrival flows to the two major airports serving Dallas with 80 new NextGen procedures. This was the North Texas Metroplex initiative. We continue linking North Texas to the rest of our nations airspace with the same repeatable and predictable methods of optimizing TBFM that were used in Houston. We are currently conducting post-implementation analysis of North Texas and will make sure the efficiency of the airspace compliments its increased safety.
  • In Washington, D.C. our Metroplex initiative employs safer and more efficient procedures throughout the region. The D.C. Metroplex will implement 50 new procedures staged over eight publication cycles. These procedures will be completely implemented by June 25 and have projected savings of $6.8 million in fuel costs, 2.5 million gallons of fuel saved, and a reduction of 25,000 metric tons of carbon. The D.C. area will be more efficient and more green because of Metroplex.
  • With various NextGen technologies, policies, and procedures coming to fruition and our ability to deliver on our promise to implement NextGen priorities, we are climbing that mountain of challenges Bill Ayer so often referred to.

ERAM

  • Looking forward, I am very pleased to report that we are on the verge of finishing all ERAM sites. Teri Bristol, ATOs COO, will provide a few more details.

TERI:

  • ERAM is considered the backbone of the nations airspace system. Replacing the 40-year-old Host system, ERAM processes flight and radar data, provides communications, and generates data for controllers' screensfunctions that enable air traffic control across the nation.
  • The transition to ERAM represents one of the largest automation changeovers the FAA has ever undertaken.
  • ERAM is a flexible and expandable system designed to accommodate the new technologies being implemented as part of the FAAs NextGen initiative.
  • To date all 20 En Route centers have reached Initial Operating Capability (IOC), a milestone met when the system is deemed acceptable to be introduced into the operational environment at an Air Route Traffic Control Center (ARTCC) and a local and national plan exists that can support the facilitys goal to move toward extended and continuous operations.
  • 16 of the 20 centers have declared Operational Readiness Date (ORD) which is the commissioning of a new system into the National Airspace System (NAS).
  • ORD is the culmination of a series of events and milestones that demonstrate confidence and operational suitability of a system. ORD occurs prior to decommissioning of a legacy system, and is a separate activity from decommissioning.
  • By the end of March we anticipate marking the completion of the ERAM deployment as the four remaining centers declare Operational Readiness (ORD).

FACT 3 Report

  • Also since our last meeting, the FAA has issued its latest FACT report. FACT stands for the Future Airport Capacity Task and details the long-term airport capacity needs of domestic airports. Eddie Angeles, our Associate Administrator for Airports, will share the highlights of this important work

Eddie Angeles:

  • As Mike stated, in late January, the FAA published the third edition of its report on long-term airport capacity needs.
  • The report identifies airports that are at risk for significant delays and congestion through 2020 and 2030.
  • For the rest of this decade, much of the U.S. hub airport system has sufficient capacity except for several high-demand airports that have consistent delays: NYC area airports, ATL, PHL, and SFO to a degree.
  • New runways have helped to improve capacity at many formerly congested airports. Going forward, both new runways and NextGen improvements are needed to improve efficiency at capacity-constrained airports.

Small UAS Proposed Rule

  • Also, as Im sure you are aware, earlier this month, we issued a UAS proposed rule as the next step in our continuing efforts to integrate unmanned aircraft systems into our nations airspace.
  • Weve made a lot of progress in our task to integrate UAS. Last year, we published a comprehensive plan and road map to safely integrate unmanned aircraft; we opened six test sites across the country for research on unmanned aircraft; we approved the first ever commercial operations in the Arctic; and we have granted more than two dozen exemptions for commercial use of unmanned aircraft in domestic airspace.
  • The proposed rule is a big step forward in outlining the framework that will govern the use of small unmanned aircraft weighing less than 55 pounds. This proposed rule offers a very flexible framework that provides for the safe use of small unmanned aircraft, while also accommodating future innovation in the industry.
  • Safety is always our number one priority. This proposed rule makes sure that we are protecting other aircraft, as well as people and property on the ground.
  • The unmanned aircraft industry is expanding greatly and this technology has the capability to dramatically change the way we use our nations airspace.
  • We are doing everything that we can to safely integrate these aircraft while ensuring that America remains the leader in aviation safety and technology.

Catex 2 Decision

  • Continuing on our theme of recent accomplishments, I am pleased to share our most recent decision on Categorical Exclusions.
  • In the fall of 2012 we asked the NAC to provide technical suggestions for determining ways to measure reduction in noise on a per flight basis.
  • The NAC approved their Catex task groups recommendation to implement a system for noise analysis in the summer of 2013.
  • The FAA has decided that we will use the NACs recommended net noise reduction methodology to implement the Categorical Exclusion that is called for in the 2012 reauthorization, with a couple of technical modifications:
    1. Well evaluate net changes in noise, instead of net changes in the affected population. This is more consistent with the statute, which requires a determination of measurable reductions in noise. A net day-night average sound level reduction would support this determination.
    2. Well rule out using the categorical exclusion if noise increases are significant. Instead of the NACs add-on significant test, this will be embedded in FAAs interpretation of what constitutes a measurable noise reduction. We wont make a reduction determination in situations where there are significant noise increases.
  • Our noise staff tested these modifications using the same data at two airports that the NAC Task Group used to test the NACs recommendation, and we got the same results.
  • The FAA will provide a detailed debrief at the March 11 subcommittee meeting for those who are interested.
  • I do want to call to your attention that industry provided the only positive comments on this categorical exclusion and this net reduction methodology.
  • All other comments were negative, and highlight the problem were experiencing with opposition to PBN procedures that shift noise over communities. One of the expressions of community concern is to demand more detailed and participatory environmental reviews than occur when we implement a procedure using a categorical exclusion. The opposition to using categorical exclusions to bypass environmental reviews is a symptom of the larger issue of noise. Well be discussing this in more depth at the June NAC meeting when we review the Blue Print for Success to Implementing PBN.

SESAR

Moving to the international scene, Ed and I made a trip to Brussels two weeks ago to meet with SESAR, Eurocontrol, the Commission, and the new Deployment Manager.

Ed, you want to provide a brief update on that?

  • Since the NAC last met, the FAA and European teams have continued their harmonization work on many fronts.
  • We've also had constructive discussions on how we are working together, and how we will do so going forward, especially as the new SESAR Deployment Manager section takes shape.
  • This was included in our discussions during our recent visit to Brussels.
  • One major accomplishment in the trans-Atlantic partnership that I would like to highlight is the recent completion of the Joint Harmonization Report that we havenoted at previous meetings. Thisdocument was written by a team of representatives from SESAR, EuroControl, and the FAA's NextGen and Air Traffic Organizations.
  • The report provides details of major initiatives and accomplishments made via the FAA-Europe agreement on harmonization over the last few years. The report was presented to the High-Level Committee that oversees the trans-Atlantic agreement, and this committee approved the document and its public release.
  • And, I'm happy to report that the document has been printed and we've got a few copies here today. The report will also beposted on the FAA and SESAR websites, and we'll have many more copies available at World ATM Congress in a few weeks in Madrid.
  • I think you'll find it a useful document that showcases the important work being done in partnership across the Atlantic.

Reauthorization and Capital Investment Plan

  • The work on reauthorization progresses, we have a hearing before Congress scheduled for March 3. This hearing will cover our progress in implementing NextGen and areas where Congress can help us to create a more efficient system. With the current FAA authorization set to expire at the end of September, passing a new bill that helps lay the groundwork for the future of U.S. aviation is a top priority.
  • And finally, Ive asked Mark House, our Chief Financial Officer to be here today to provide some highlights on our current capital investment plan. In the interest of transparency, Mark is here to share our capital investment process and challenges we have in funding NextGen multi-year programs without multi-year funding.

Mark House: Presented Brief from a Slide Deck

Thank you, and that concludes the FAA remarks.

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UNFCCC agreement paves the way for some aviation emission reduction projects to be eligible under CDM

Thu, 2015-02-26 10:51
Thu 26 Feb 2015 - Projects that lead to reductions in aviation-related emissions could soon by eligible under the UN's Clean Development Mechanism (CDM). The CDM allows emission reduction projects in developing countries to earn certified emission reduction (CER) credits - each equivalent to one tonne of CO2 - that can be traded and used by industrialised countries to meet a part of their targets under the Kyoto Protocol. At a meeting last week, the Executive Board that supervises the CDM agreed to develop three methodologies initially that would include projects such as solar power for at-gate aircraft, green taxiing and aircraft engine washing. Under the Protocol, projects to reduce emissions from domestic flights and at airports in developing countries are already eligible to be included in the CDM but emissions resulting from international flights, even if they take off, fly over or land in developing countries, have not so far been eligible. ICAO welcomed the move towards adopting the new methodologies.
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Ecofys report recommends the industry develops a common sustainability standard for aviation biofuels

Wed, 2015-02-25 11:48
Wed 25 Feb 2015 - The variety of international voluntary certification schemes and the different legislations, notably in the EU and US, in place regarding biofuel sustainability provides the aviation industry with challenging complications for the global adoption of aviation biofuels. Given the importance of a common standard for measuring sustainability, IATA commissioned sustainable energy consultancy Ecofys to generate proposals that the industry could adopt as a first step towards achieving greater harmonisation of differing standards for biofuels applied in jurisdictions across the world. In its report just published, Ecofys recommends encouraging the EU and US authorities to adopt mutual recognition of their RED and RFS2 standards for aviation and the industry should develop a common sustainability standard, or meta-standard.
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Wizz Air flotation price exceeds target

Wed, 2015-02-25 05:41
Budget airline’s resurrected IPO sets price at £11.50 per share which would raise £257m
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Wizz Air flotation price exceeds target

Wed, 2015-02-25 05:41
Budget airline’s resurrected IPO sets price at £11.50 per share which would raise £257m
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TaxiBot now operational at Frankfurt as Lufthansa and IAI agree to pursue widebody version of green taxiing solution

Tue, 2015-02-24 11:46
Tue 24 Feb 2015 - The TaxiBot hybrid-electric towing tractor developed by Lufthansa LEOS and IAI that transports aircraft towards the runway without the necessity of using the aircraft's engines is now in regular operational use at Frankfurt Airport. This follows certification by the European safety agency EASA for use with Boeing 737 aircraft, which is expected to be extended to include the Airbus A320 narrowbody family by mid-year. Trials so far show average savings of between 50 and 100 kilogrammes of fuel per 737 taxi-out, says Lufthansa. Confident of success for the pilot-controlled vehicle, the two partners have now signed a MoU to start certification testing for a widebody version, which is expected to have even greater fuel-saving and environmental benefits.
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ASTM raises FAME limits following cross-contamination concerns over biodiesel traces in jet fuel

Fri, 2015-02-20 11:29
Fri 20 Feb 2015 - The increased global use of biodiesel in ground transport has proved a headache for jet fuel suppliers and aero engine manufacturers as the two fuels are often transported in the same multi-product pipeline and distribution systems, so leading to cross-contamination. Biodiesel is made up of a bio-component called FAME, traces of which can adhere to pipe and tank walls as the biodiesel passes through and then released to the following product, which may be jet fuel. At high enough concentrations, FAME can impact the thermal stability and freezing point of jet fuel, which could result in engine operability problems and possible engine flame-out. Up till now, the maximum FAME contamination of jet fuel was set at 5 parts per million (ppm) but after testing by fuel and engine experts, ASTM has raised the limit to 50 ppm. Biodiesel is not to be confused with green diesel, which is currently undergoing an ASTM process to allow its use as an approved jet fuel.
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Carbon emissions from global airfreight to rise faster than other transport modes, predicts ITF

Wed, 2015-02-18 13:22
Wed 18 Feb 2015 - The intergovernmental organisation International Transport Forum (ITF) has projected that as international freight transport quadruples in volume by 2050, carbon emissions from airfreight will grow faster than those from road, rail or sea. The ITF estimates CO2 emissions from airfreight will rise from 150 million tonnes in 2010 to 767 million tonnes in 2050, an increase of 411 per cent on a business as usual basis. Shifting trade patterns, with the North Pacific corridor surpassing the North Atlantic as the main trading route, will result in transport distances increasing by 12 per cent across all modes. Overall, CO2 emissions from freight transport will grow by 290 per cent by 2050 and freight will replace passenger traffic as the main source of CO2 emissions from surface transport.
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Climate talks end with negotiating text that calls for international aviation carbon reduction targets and a levy

Mon, 2015-02-16 14:13
Mon 16 Feb 2015 - Negotiators meeting in Geneva last week to agree on the text to take to the all-important international climate summit in Paris later this year have included calls for global emission reduction targets for international aviation and a levy scheme applied to the sector to support climate change adaptation finance. UNFCCC negotiating texts have proved notoriously fickle in the past and the references to international aviation - and its sister sector, shipping - could still be changed or dropped altogether. Whereas ICAO is currently developing a global market-based scheme for aviation to achieve a goal of carbon-neutral growth from 2020, the UN agency has consistently opposed a climate levy be applied as well to the sector. Meanwhile, ICAO is to outline progress so far on the scheme in a series of conferences, called GLADs, to be held in regions across the world during April.
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IN-2015/011: Changes to Taxiway Minimum Separation Distances

Mon, 2015-02-16 07:13
The purpose of this IN is to draw attention to the amendment of EASA Certification Specifications and Guidance Material for Aerodrome Design - CS ADR-DSN.D.260 'Taxiway minimum separation distances'. This update is in line with identical proposed changes in the respective ICAO provisions within Annex 14 Aerodromes (ICAO State letter AN 4/1.1.54-14/97) which were passed by the ICAO Aerodromes Panel in April 2014 and have been circulated for consultation with member states.
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Europe’s regional airlines set out a strategy to strengthen air transport’s ties with European institutions

Fri, 2015-02-13 10:54
Fri 13 Feb 2015 - As a new leadership takes the helm at the European Commission for the next five years and sets out its work programme, Europe's regional airlines are looking for a fresh impetus from policymakers, politicians and regulatory institutions on aviation issues. However, the sector's trade association, the European Regions Airline Association (ERA), is concerned that aviation may not be seen as a high enough priority. In a briefing to journalists last week, the ERA management set out its vision for the development of regional aviation in Europe in which it is seeking progress in key policy areas, including environment. ERA Director General Simon McNamara said the inclusion of aviation into the EU Emissions Trading Scheme (EU ETS) had been a disaster and had led to a regrettable confrontation between industry and EU institutions.
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Winnipeg International becomes the first airport terminal in Canada to receive LEED sustainability certification

Thu, 2015-02-12 13:50
Thu 12 Feb 2015 - Winnipeg's Richardson International Airport has become the first airport terminal in Canada to become LEED certified. The Leadership in Energy and Environmental Design certification system is used in 150 countries and is a mark of excellence for green buildings. It provides independent, third-party verification that a building, home or community was designed and built using strategies that ensure high performance in areas such as sustainable site development, water savings, energy efficiency, materials selection and indoor environmental quality. The terminal, designed by architects Stantec, achieved a silver rating, which the airport says was beyond the category initially targeted.
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News and Updates - NextGen is Now For Valentine's Day

Thu, 2015-02-12 12:09

Just as Valentines Day brings people closer together, NextGen is safely bringing aircraft closer together saving time and fuel as it reduces aviations carbon footprint through the use of a new initiative called Wake Turbulence Recategorization, or Wake RECAT.

Wake turbulence forms behind an aircraft as it passes through the air. This turbulence can be hazardous for trailing aircraft without the proper amount of separation. With Wake RECAT, air traffic controllers are able to safely reduce the separation standards between aircraft based on specific performance characteristics.

The new standards are based on a decade of extensive, collaborative research between experts in wake turbulence, safety and risk analysis at the FAA, the DOTs Volpe National Transportation System Center, EUROCONTROL and the aviation industry.

Wake RECAT is the latest example of how NextGen is transforming the air traffic control system. Safely reducing separation standards between aircraft increases capacity and efficiency, which in turn leads to fewer delays, saving time and fuel burn as it reduces the size of aviations carbon footprint.

The new standards have significantly improved the efficiency of operations at Memphis, the busiest cargo airport in North America, as well as at Atlanta and Louisville. FedEx boosted capacity by 20 percent at Memphis after controllers started using Wake RECAT in November 2012. Now, the airline burns 4.18 million gallons less fuel each year and emits 39,992 fewer metric tons of CO2. This is the equivalent of taking 8,421 cars off the road or the energy used by 3,650 homes per year. FedEx also saves 3.3 minutes per flight in taxi-out time and 2.6 minutes per flight precious minutes that, add up to significant time savings for the airline and the flying public when they are amplified by every flight flown over days, weeks and months.

Before Wake RECAT, the FAA classified aircraft solely according to their maximum takeoff weight. However, since the FAA implemented weight-based categories, airline operations and the mix of aircraft types have changed dramatically with the rise of regional jets at the light end and aircraft such as the Airbus A380 at the heavy end.The FAA now analyzes additional aircraft performance characteristics, including wingspan and approach speed, in order to provide a more complete wake turbulence risk assessment. The new categorization standards reduce arrival and departure delays and maintain the highest level of aviation safety in the world.

The FAA will soon implement Wake RECAT Charlotte-Douglas, JFK, Newark Liberty, Chicago OHare, Midway, San Francisco, and at both George Bush Intercontinental and Hobby Airports in Houston.

So when you send or, better yet, receive your Valentines Day card, flowers or chocolates this year, remember NextGen. NextGen is now. NextGen is love.

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Atlanta proposes 30-acre facility to meet ambitious airport recycling target at Hartsfield-Jackson International

Thu, 2015-02-12 11:49
Thu 12 Feb 2015 - The City of Atlanta is proposing the building of a large recycling facility to handle the estimated annual 25,000 tons of waste generated at Hartsfield-Jackson Atlanta International Airport, which handles over 96 million passengers annually and is the world’s busiest airport. A study carried out in 2013 for the city found that in 2012 only 5 per cent of the waste stream from the airport's passenger terminals and seven concourses was recycled and the city is looking for at least 90 per cent of waste to be recycled or composted, rather than sent to landfill, by January 2020. A 30-acre (12ha) site owned by the city has been identified south of the airport and a tender has been issued for leasing the land and the building and operation of the facility, to be known as the Green Acres ATL Energy Park.
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Speech - NextGen Helps FedEx Deliver Valentines Day Gifts on Time

Thu, 2015-02-12 00:00
Administrator Michael Huerta
Memphis, TN

Remarks as prepared for delivery

Good morning, everyone.

As you know, the FAA is putting in place the Next Generation Air Transportation System. NextGen includes innovative technologies and procedures that are making flying more efficient and greener, while ensuring that all safety needs are met. And all of this is in real time, as youre about to see. NextGen is very clearly, very definitely happening now.

Were in Memphis today, because NextGen is making a difference, and for companies like FedExfor whom being on time is the coin of the realmNextGen is just what theyd hoped it would be.

In the water, big boats cause big wakes. In aviation, its the same thing, except the wake is an unseen, turbulent wave of air that can disrupt anything that gets too close. This can create a flight hazard, and its especially a concern if a smaller aircraft is following a larger one. Ask any air traffic controller, and theyll tell you that theyre always keeping an eye out to make sure trailing aircraft are at a safe enough distance.

Now, because of NextGen air traffic technology, we're able to more efficiently separate aircraft and still avoid wake turbulence. It's a process we call Wake RECAT ... and it means that aircraft can safely land and depart one behind another slightly closer than before. Wake RECAT more narrowly and accurately defines safe wake turbulence separation standards based on the performance characteristics of aircraft. This eliminates conservatively long separation standards that are necessary under current broader wake-turbulence classifications, which are based primarily on aircraft weight classes.

Weve implemented Wake RECAT here at Memphis and several other major airports like Atlantas Hartsfield Louisville Cincinnati and Houstons Bush Intercontinental and Hobby airports. And soon, we'll add JFK LaGuardia ... Newark and Teterboro to that list.

So thats what it is and where its going. Lets talk about what its doing.

Because of Wake RECAT, FedEx gets 20 percent more planes in and out of Memphis every hour.

Simply put, this means that Wake RECAT is helping FedEx deliver all of your packages on time. That includes your Valentines Day flowers chocolates and teddy bears too! You know, I never used to think of NextGen and Valentines Day at the same time, but I do now.

Passenger carriers are seeing the benefit too. At Atlantas Hartsfield-Jackson airport, Delta Airlines is reporting a 14-24 percent reduction in departure queue delays. Delta projects to save $15-38 million dollars in fuel costs over a one-year period.

In a moment, Captain Paul Cassel [Castle] from FedEx will say more about their flight operations, and the specific benefits theyre seeing from Wake RECAT. Then, Paul Rinaldi, President of the National Air Traffic Controllers Association, will share his thoughts about what Wake RECAT means for controllers.

Before turning over the microphone, let me emphasize that Wake RECAT is just one of many innovations that the FAA is putting in place all around the U.S. as part of our NextGen modernization effort. Through NextGen, our nation is fundamentally evolving from a radar-based air traffic control system to a satellite-based system. In doing so, we'll continue to make flying more efficient and greener. And well continue to reduce delays and aircraft fuel consumption. This means less carbon dioxide emissions.

So NextGen is good for the parcel shippers

good for the passengers and

good for the planet.

Now, let me turn it over to Captain Cassel

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