ＣＩＶＩＬ  ＡＶＩＡＴＩＯＮ  ＢＵＲＥＡＵ  OF  ＪＡＰＡＮ	  Contribu*ng	  to	  Eﬃcient	  Air	  Traﬃc	  Opera*ons	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  Shuji	  Takahashi	  	  Air	  Traﬃc	  Interna*onal	  Aﬀairs	  Oﬃce	  Air	  Naviga*on	  Services	  Department	  Japan	  Civil	  Avia*on	  Bureau	  	  	  	  Ministry of Land, Infrastructure, Transport and Tourism	  Contents	
1. ICAO（CAEP） activities for ENVIRONMENT
2. JCAB’s challenge for Efficient Air Traffic Operationsl DARP (Dynamic Airborne Reroute Procedure)l UPR (Users Preferred Route)l RNP-AR (Required Navigation. Performance –Authorization Required)l CDA (Continuous Decent Arrival)l FUA (Flexible Use of Airspace)l ATFM (Air Traffic Flow Management)
3. GBAS (Ground Based Augmentation System) Implementation plan

Ministry of Land, Infrastructure, Transport and Tourism

1	

ICAO（CAEP） ac.vi.es	  for  ENVIRONMENT	【機密性２】The 39th session of ICAO Assembly
reached a historic ENV agreement.
- The basket of measures (i.e. aircraft,technology and standards, operational
improvement, sustainable alternative
fuel, and GMBM.
- CORSIA : Carbon Offsetting andReduction Scheme for International
Aviation
The Assembly Resolution adopted onENV.
Resolution A39 1-3 : Consolidated
statement of continuing ICAO policies andpractices related to environmental
protection- General provisions, noise and local airquality.
- Climate change.
- Global Market Based Measurescheme.	
2	

DARP-­‐1	
NRT
SFO
TTL 58,900lbs/3:52 Savings

NRTSJCTTL 5,800lbs/0:33 Savings
11 DARP / 797 Flights (1.4%)

24 DARP / 1058 Flights (2.3%)(2015.6.25-2017.8.31)(2014.11.1-2017.8.31)

SFO/SJCHND/NRTLAX

HNLHND/NRTTTL 219,300lbs/16:10 Savings

HNL

251 DARP / 4348 Flights (5.8%)

HND/NRTLAX
TTL 63,900lbs/3:27 Savings
49 DARP / 2559 Flights (1.9%)(2014.3.1-2017.8.31)(2012.10.1-2017.8.31)

HND/NRT
HNL
TTL 27,800lbs/2:41 Savings
47 DARP / 3589 Flights (1.3%)(2012.10.1-2017.8.31)

D e p a rtu re
A irp o rt

A rriva l
A irp o rtTarget
対象便数
FLT

HNL
H N D /N R T
H N D /N R T
N RT
N RT

H N D /N R T
HNL
LA X
S FO
S JC43483589
2559
1058797

Applied
実施便数
DARP
FLT
25147492411

実施率
Executing(% (%))
Rate
5 .8 %
1 .3 %
1 .9 %
2 .3 %
1 .4 %TTL
燃料節減量
Fuel Saving(LB S )
2 1 9 ,3 0 0
2 7 ,8 0 0
6 3 ,9 0 0
5 8 ,9 0 0
5 ,8 0 0

TTL
時間節減量
Time Saving
1 6 :1 0
2 :4 1
3 :2 7
3 :5 2
0 :3 3

1 便当たりの
Fuel Saving
燃料節減量
per flight(LB S )
874
591
1 ,3 0 42 ,4 5 4527

Time りの1 便当た
Saving per
時間節減量
flight0 :0 30 :0 30 :0 4
0 :0 90 :0 3

(Data: ​A total of 12,351 flight between 2012.10.1 and 2017.8.31)

Ministry of Land, Infrastructure, Transport and Tourism

3	DARP-­‐2	
NH6 NRT-LAX 14.May ’17

06Z Tokyo VAAC Issued
Volcanic Ash Diffusion AREADARP Route46E70	00Z Tokyo VAAC Issued
Volcanic Ash Diffusion AREA
ACTIVE
CLOUD AREA	

Flight Planned Route
PACOTS TRACK 2

The flight route was TRACK 2 which was made by avoiding the volcanic ash of SHEVELUCH volcano.
After that, the diffusion prediction map was updated and the diffusion area was reduced, so we operated
Re-Route by DARP.
For the benefits of DARP, Fuel Saving was 5300 LBS and Time Saving was 18 minutes.
Even if it is difficult to predict the change like this time, it is considered that the latest data can be applied as
appropriate and DARP can be used to minimize the influence on flight.

Ministry of Land, Infrastructure, Transport and Tourism

4	UPR	  User	  Preferred	  Route

Ministry of Land, Infrastructure, Transport and Tourism

5	CDA	  at	  Kansai	  Interna.onal	  Airport
Traditional Approach

CDA is implemented at

Level off segment forcing theaircraft to use engines, flaps,slats etc. that creates moreemissions and noisep Kansai Airportp Naha Airportp Kagoshima Airport

Green Approach
Flying a pre-defined P-RNAV Standard
Arrival Route （STAR） to ILS Intercept
Point minimizing emissions and noise.

CO2

Actual flight path at KIX	CO240000
30000

ENV Benefit of CDA• Noise reduced by up to 5 dB
• Fuel savings – 50-150 kg per flight• CO2 by over 300 kg per flight• NOx also reduced
Ministry of Land, Infrastructure, Transport and Tourism

ALT(MSL)
20000(ft)10000
051015202530

Time from Touch Down(minutes)

6	RNAV	  /	  RNP	  Approach	  in	  JANS	  Wakkanai●▼Southwestern Islands

Asahikawa

Tokunoshima
Amami

Ishigaki▲▲◆▼

KadenaMiyako●▲ ●◆◆▼◆●●◆▼▲▼NahaToyama

Izumo
Hiroshima
Iwami

Oki
▲
▼●▼

Oodate-noshiro●▼Akita●▲▼Shonai
Niigata
●
◆▲
▼●
▼◆●

Sendai
Fukushima

Komatsu●▲
Miho Tottori▼●◆ ▲▼▲▼▲◆▼ ● ●▼
Fukui
Kita Kyushu◆Okayama
YokotaNaritaOsaka Nagoya◆●●◆Fukuoka●▼◆▼●●◆◆◆▲●◆◆◆●◆Chofu◆Saga●
◆ ●
◆◆●▼
●
Chubu
●
● ◆
HanedaNagasaki ◆●▼▼◆●◆●●●Shizuoka◆▲▼
Kumamoto
◆▲
Oita
Kobe
▲Niijima▼KochiAmakusa▲
Kozushima◆◆● ● Matsuyama

Yamaguchi-Ube

Kagoshima
Yakushima

IwakuniMiyazakiTanegashima
▲
▲
▼ ▼◆

Takamatsu

Nanki-Shirahama

KansaiTokushima●▼ Nakashibetsu▲●▼ Kushiro

Aomori▲▼▲▼Minami-daito

Tarama▼ Memanbetsu●▼Obihiro●◆●

Hakodate

Yoron
Kita-daito●▼◆Chitose◆●New Chitose▲●▼

Okierabu

Monbetsu◆●●▼Hachijhoshima

As of Aug.17 2017
【RNAV / RNP Approach 67 airports】- Breakdown of RNAV/RNP Approach -	● RNAV Approach serving

19 airports● RNP AR Approach serving

26 airports▲ RNP Approach serving

22 airports▼ Basic RNP 1 serving

34 airports◆ RNAV1 serving

37 airports

7	

RNP-­‐AR	  example-­‐1	  Solu.on	  for	  WX	  challenged	  airport	  		Ministry of Land, Infrastructure, Transport and Tourism

8	

RNP-­‐AR	  example-­‐2	Solu.on	  for	  Closely	  located	  Airport	

Ministry of Land, Infrastructure, Transport and Tourism

9	Civil	  and	  Military	  Working	  together	  toward	  FUA	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  	  FUA:Flexible	  Use	  of	  Airspace	  Military	  Training	  Areas	  	  in	  Japan	Air	  Traﬃc	  Management	  Center		Ｑ

Ministry of Land, Infrastructure, Transport and Tourism

10		  	  Beneﬁts	  of	  ATFM	  The ATMC provides Routing management, Approval for flight plans and Flow	   control as ATFM functions.
p Routing management:
Managing route-network to form efficient and orderly traffic flow andrerouting to avoid congested airspace or severe weather area.
p Approval for IFR flight plans:
The flight plans are given by ATMC with necessary instructions inaccordance with overall traffic flow management.
p Flow control:
To ensure appropriate and maximum
traffic flow by instructing minimum
restrictions when traffic demand
exceeds airspace capacity.
- Assignment of Expected Departure
Clearance Time/EDCT.
- Assignment of restrictions on ATCprocedures to ATC facilities.

Japan’s Experience and Benefitp Total Delay Time : 120,000 minutes.
p Economic Effect : 32,000 kiloliters fuel reduction ( cost cut :24,400,000$）p Eco Friendly : 6,000 tons of CO2 emission reduction.
Ministry of Land, Infrastructure, Transport and Tourism

11	

GBAS	  Implementa.on	  Planp JCAB is now installing Japan’s 1st GBAS,manufactured by NEC at Tokyo
International airport scheduled to be inoperation in 2022 after test andevaluation periods of 2 years.
p GBAS consists of►►►►4 Reference Receivers for collectingnavigation data from GPS
Processor for generating GBAS signalVHF Data Broadcast unit for transmitting
digital data to aircraft
Ionosphere Field Monitor (IFM) for
mitigating severe ionosphere effectat low geo-magnetic location inJapanp GBAS corrects GPS errors and provides
vertical and horizontal guidance tosuitably equipped aircraft for precision
approach and landings, initially CAT-I
and eventually to CAT-III standards.

Tokyo international Airport	
Navigation
Satellites	
Ionosphere

Ionosphere
Field Monitor
GBAS signal	
GBAS configuration(IFM)		

GBASの特徴・効果	 

GBAS signal	
Dual VHF DataBroadcastunits	GBASProcessor	

4  Reference  Receivers	

GBAS configuration	
12	Advantages	  for	  GBAS
GBAS provides new operational concept and solution.	
One system covers Multi-R/W	
p Precision approach procedures for multiple runway are provided byone system.
p CAT-I GBAS standard had incorporated in ICAO ANNEX-10 and themultiple runway service also already operated in several countries.

CAT-I GBASPrecision approach	*CAT-II, III GBAS
under development	

No Critical/Sensitive area	

Holding Linefor GBAS operation	

p The aircraft landing timing by GBAS does not requires CSA, which isrequired by ILS technical operation, consequently enables to setholding line close to runway.

Flexible precision approach	p In the combination of RNAV/RNP procedure, it enables to introduce
CDA to R/W-end. This advantage would be expected to improvefuel consumption, noise abatement and CO2 emission.

Sensitive areafor ILS operation	

ILS approach course
Curved approach(RNP-AR)	

Offset landing point	p Technically GBAS has possibility to set several landing point on therunway and it is expected to reduce noise pollution and separation
minima by wake turbulence.
Ministry of Land, Infrastructure, Transport and TourismOffset landing point	13	

Thank you for your attention！	

Ministry of Land, Infrastructure, Transport and Tourism