Advancing

EfficiencyThe win-win potential of Performance-based Navigation

In this issue: ICAO PBN Programme status • IATA’s PBN priority: Operational approvalsCANSO and PBN: Seeing results today • EC ICAO Office: Reviewing accomplishmentsAlternative aviation fuels: ICAO and industry stakeholder perspectivesState Profile: Egypt

ICAOINTERNATIONAL CIVIL AVIATION ORGANIZATION

Vol. 64, No 4

ContentsCOVER STORYThe promise of PBN: ICAO and stakeholder perspectives on the status and challenges as air navigation evolves into the next stage of air navigation efficiency.

ICAO's PBN accomplishmentsErwin Lassooij, ICAO PBN Programme Manager, reports on the ongoing priorities for ICAO and the industry and the win-win aspects of this importantcomponent of ICAO’s Communications Navigation and Surveillance/Air TrafficManagement (CNS/ATM) strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Carrier focus: Operational approvalsDave Behrens, IATA Director, Infrastructure Strategy, describes how operationalapprovals remain a key stumbling block for aircraft operators as they seek to more immediately leverage the bottom-line benefits of PBN. . . . . . . . . . . . . . . . . 9

PBN enablersCANSO’s Members remain at the forefront of PBN development. The organizationreports on current status and on how its stakeholders are already seeing the benefits of this exciting technological enabler . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

AVIATION AND THE ALTERNATIVE FUELS (AF) OPTIONIn the lead-up to our special review of aviation environmental concerns in Issue 5, the Journal reviews ICAO and key stakeholder perspectives on where the industry and technology now stands on AF adoption and implementation:

• ICAO ENV Section Chief: Jane Hupe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

• Shell Aviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

• International Coalition for Sustainable Aviation. . . . . . . . . . . . . . . . . . . . . . . . . 23

• Commercial Aviation Alternative Fuels Initiative . . . . . . . . . . . . . . . . . . . . . . . . 25

• International Coordinating Council of Aerospace Industries Associations. . . . . . 27

The EC and ICAO: Celebrating accomplishmentsTimothy Fenoulhet, EC Representative at ICAO, reports on the progress that has been made in building closer cooperation between the two organizations through a relationship that is of major importance to international civil aviation. . . . . . . . . . 29

State Profile: EgyptEgypt continues to advance aviation priorities to the benefit of its people and itsRegion, managing the largest North African aviation market. A special State Profile for the ICAO Journal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

ICAO Calendar of Events. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

THE ICAO JOURNALVOLUME 64, NUMBER 4, 2009

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A landmark year for PBNAIR NAVIGATION

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On April 1, 2009, ICAO and its State and industry partnersin the Global PBN Task Force signed a special new decla -ration calling for the rapid implementation of Performance-based Navigation (PBN). Speaking on behalf of the group the President of the Council of ICAO, Mr. Roberto KobehGonzález, emphasized that PBN “…will help reduce airportand airspace congestion, conserve fuel and protect theenvironment, reduce the impact of aircraft noise nearairports, and ensure reliable, all-weather operations. It willalso provide operators with greater flexibility, whileincreasing safety and efficiency.”

“Our collective mission has always been to provide the citizensof the world with the safest and most efficient air transport sys-tem possible,” Kobeh stressed. “Performance-based Navigationis vital to helping us fulfill our mission today and in the future.”

The special PBN declaration was developed and signedin Geneva at the Aviation Environmental Summit by

10 organizations representing global aviation’s primarystakeholders. The Environment Summit setting was significantin the sense that, once significantly implemented, PBNpromises to bring about a minimum two percent savings tothe total operational efficiency of the air traffic system, whichequates to approximately four million tonnes of fuel savings and 13 million tonnes of CO2 reductions per year.

As well as the signing of this special declaration, a moveintended to help draw attention to and enhance the significantmomentum already being generated around the PBNprogramme and objectives, 2009 also marks the deadline forfinalized PBN implementation plans which ICAO set out for itsMember States at the 36th ICAO General Assembly in 2007.

2009 is poised to stand out as an important year for ICAO, States and the respective industrystakeholders now working to evolve global air navigation procedures and technologies towardthe safer, greener, more efficient and more sustainable alternative promised by Performance-based Navigation (PBN).

The Journal spoke recently with Erwin Lassooij, ICAO’s PBN Programme Manager, about theongoing PBN priorities for ICAO and the industry as the truly win-win benefits of this crucialcomponent of the broader ICAO Communications Navigation and Surveillance/Air TrafficManagement (CNS/ATM) strategy begin to be realized.

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The Assembly:

1. Urges all States to implement RNAV and RNP air traffic services (ATS) routes and approach procedures in accordance with the ICAO PBNconcept laid down in the Performance-based Navigation Manual (Doc 9613);

2. Resolves that:

a) States and planning and implementation regional groups (PIRGs) complete a PBN implementation plan by 2009 to achieve:

1) Implementation of RNAV and RNP operations (where required) for en route and terminal areas according to established timelines andintermediate milestones; and

2) Implementation of approach procedures with vertical guidance (APV) (Baro-VNAV and/or augmented GNSS) for all instrument runway ends, either as the primary approach or as a back-up for precision approaches by 2016 with intermediate milestones as follows: 30 percent by 2010, 70 percent by 2014; and

b) ICAO develop a coordinated action plan to assist States in the implementation of PBN and to ensure development and/or maintenance of globally harmonized SARPs, Procedures for Air Navigation Services (PANS) and guidance material including a global harmonized safetyassessment methodology to keep pace with operational demands; II-34 Assembly Resolutions in Force.

3) Urges that States include in their PBN implementation plan provisions for implementation of approach procedures with vertical guidance (APV) to all runway ends serving aircraft with a maximum certificated take-off mass of 5,700 kg or more, according toestablished timelines and intermediate milestones.

4) Instructs the Council to provide a progress report on PBN implementation to the next ordinary session of the Assembly; and

5) Requests the Planning and Implementation Regional Groups (PIRGs) to include in their work programme the review of status ofimplementation of PBN by States according to the defined implementation plans and report to ICAO any deficiencies that may occur.

PERFORMANCE-BASED NAVIGATION: RESOLUTION 36–23 AS AGREED AT THE ICAO 36TH ASSEMBLY (2007)

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Regional PBN plans are now already inplace and have been developed byICAO’s Regional office teams incooperation with local stakeholders, andState plans are currently on track fortheir 2009 submission deadlines.

Erwin Lassooij, Secretary of the PBNStudy Group and ICAO PBN ProgrammeManager, spoke recently with theJournal regarding ICAO’s currentpriorities in this promising new area.With the global PBN strategic planningprocesses now in place, and withRegions and States refining localimplementation planning accordingly,the Organization’s main focus has now turned to ongoing training andimplementation activities andenhancements to existing criteria andguidance material that will facilitate PBN implementations globally.

“In the area of guidance material, at present our focus is centred onrefinements to allow for increased use of the aircraft’s capabilities,particularly those relating to Radius-to-Fix legs (RF legs),” began Lassooij. “We are also developing a new,advanced RNP navigation specificationfor high density airspaces that willfeature the new RF legs while alsofactoring in additional PBN elements,

necessary for the utilization of suchpaths and airspace.

Once the performance level isestablished on the basis of operationalneeds, the aircraft’s avionics capabilitydetermines whether it can safely achievethe specified performance and qualify forthe operation. It should be noted thatmany of the navigational advancementsenabled by PBN are compatible with theavionics technology currently installed inmost of the world’s major commercialfleets—meaning minimal or no retrofitand equipment outlay requirements formajor aircraft operators or Air NavigationService Providers (ANSPs). Regulatorsand industry have agreed from theoutset that the PBN system would haveto be guided by precisely this type ofpragmatic evolutionary, rather thanrevolutionary approach.

“PBN is a cornerstone enabler of theplanned FAA NextGen and EuropeanSESAR initiatives, which represent thebest-known Regional implementationexamples of the future ICAO Global ATMConcept.” clarified Lassooij.

such as Required Time of Arrival (RTA).The timeline we’re working under shouldsee the next step in these guidancerefinements completed by 2010.”

PBN background

At ICAO’s 36th Assembly, Staterepresentatives enthusiastically agreedResolution 36–23, which urged all ICAO Members to implement AreaNavigation (RNAV) and RequiredNavigation Per formance (RNP) routesand approach procedures inaccordance with the guidance andspecifications reflected in ICAO’sPerformance-based Navigation Manual(Doc 9613—for more details onAssembly Resolution 36–23 please see the sidebar on page 4).

PBN represents a framework for defininga navigation performance specificationalong a route, during a procedure, or inan airspace within which an aircraft must comply with specified operationalperformance requirements (seediagrams on page 7). It provides a basisfor the development of automated flightpaths, as well as for more efficientairspace design, aircraft separation and obstacle avoidance. PBN alsofacilitates the communication of theperformance and operational capabilities

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1. Increased airspace safety through the implementation of continuous and stabilized descent procedures using vertical guidance.

2. Reduced aircraft flight times due to the implementation of optimal flight paths, with the resulting reductions in fuel use, noise and environmental harm.

3. Use of existing aircraft RNAV and/or RNP capabilities.

4. Improved airport and airspace arrival paths in all weather conditions, and the possibility of meeting critical obstacle clearance and environmental requirements through the application of optimized RNAV or RNP paths.

5. Implementation of more precise approach, departure and arrival paths to reduce dispersion and foster smoother traffic flows.

6. Reduced delays in high-density airspaces and airports through the implementation of additional parallel routes and additional arrival and departure points in terminal areas.

7. Reduction of lateral and longitudinal separation between aircraft to accommodate more traffic.

8. Decreased Air Traffic Controller (ATC) and pilot workloads through the use of RNAV/RNP procedures and airborne capabilities.

9. Reduced need for ATC-Pilot communications and radar vectoring.

10. Increased predictability of flight paths.

PBN’S PRIMARY BENEFITS:

In addition to the PBN Task Forces that havebeen established at all of ICAO’s RegionalOffices, the following is a list of the mainICAO groups and bodies now overseeing PBN-related activities:

Global PBN Task ForceMade up of ICAO, IATA, internationalorganizations and States, along with keyindustry players. The Task Force is working to implement PBN quickly and safelythroughout the world. (includes promotion,development of guidance and education,implementation management).

PBN Study GroupDevelopment and maintenance of PBNconcept and its navigation specifications.

Instrument Flight Procedures Panel (IFPP)Development of flight procedure design and charting requirements.

Separation and Airspace Safety Panel (SASP)Development of separation requirements.

ICAO’S GLOBAL PBN BODIES

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Current challenges and highlights

Though PBN technology is in place and the will to implement its specifications regionally has now been established andformalized, one of the main challenges that remains is to drivemore rapid and comprehensive implementation at the nationallevel. This will involve delivering the guidance, training andassistance that’s required in order for States to bring their PBNcapabilities online.

One of the key issues for States is the requirement to havequalified personnel available who can operationally approveairlines for PBN routes and approaches (see related topic inIATA PBN interview on page 9). This and other challenges stillremain to be overcome in order to achieve the more universallevel of implementation of PBN that current technologiesalready allow for, along with the broader enabling of theefficiency gains that carriers want to start seeing in theirbottom lines as soon as possible.

On the training front, ICAO, in cooperation with the FrenchDGAC and ENAC (the French Civil Aviation University), hasdeveloped and is now finalizing delivery of PBN ProcedureDesign Courses in every ICAO Region. ICAO is presentlydeveloping a new course for State regulators on operationalapproval, which is to be delivered through its proven network ofCooperative Development of Operational Safety and ContinuingAirworthiness Projects (COSCAPs). Other organizations, such

as EUROCONTROL and the FAA, are also aggressively pursuinginternational PBN training objectives, for instance in the area ofairspace planning, and are coordinating their activities withthose of ICAO. These joint efforts highlight how quicklyregulators and agencies are now moving the PBN programmeforward.

One of the bright lights on PBN’s near horizon in the APACRegion is the planned October opening of a new Beijing FlightProcedure Programme (FPP) office in China (editor’s note: formore on what all of ICAO’s Regional Offices have planned aspart of their 2009–2010 PBN activities, please see the tableon page 8). On March 26, 2009, ICAO and China signed aletter of intent to establish the new facility.

“The APAC Region was chosen for the first Flight ProcedureProgramme (FPP) because of the tremendous growth in trafficthere,” commented David Van Ness, Implementation &Resource Development Coordinator for the ICAO PBNprogramme. “One of the features of the APAC FPP is that it willhelp in the implementation of PBN by providing assistance toStates in the area of instrument flight procedures.”

The formal signing for the new Beijing facility will likely takeplace at the upcoming Asia-Pacific DGCA Conference to be heldin October. All States in the Region are being encouraged tojoin the programme.

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Bangkok: Asia and Pacific (APAC) Office

PBN Seminar, Japan (March 2009).

Fifth APAC Performance-based Navigation Task Force Meeting, Thailand (July 2009).

Asia Pacific Flight Procedure Programme Office established, China (October 2009).

PBN Seminar, CAD Hong Kong (February 2010).

Model Operational and Airworthiness Approval Documentation provided to States.

APAC Regional PBN Implementation Plan Interim Edition (V 0.2) developed.

RNP APCH (with Baro-VNAV) in 30 percent of instrument runways by 2010.

RNAV 1 SID/STAR for 50 percent of international airports by 2010.

Cairo: Middle East (MID) Office

PBN points of contact developed and State letter sent.

Completed PBN MID Regional Implementation Strategy and plan (MIDANPIRG/11 conc. 11/73).

States urged to complete PBN State Plan by September 30, 2009 (MIDANPIRG/11 conc. 11/74).

State PBN plan template developed to assist States in developing their national plans

Implemented RNAV 5 in MID according to Strategy approved in conclusion MIDANPIRG/11 conc. 11/73.

PBN Procedures Design Course conducted for MID Region, Abu-Dhabi, UAE, March 2009.

First RNAV 1 route implemented in December 2008 in UAE, inter aliato facilitate ATS route through Mil airspace, with significant fuel savings.

RNAV approach procedures published in 14 MID airports.

Lima: South American (SAM) Office

Regional PBN Implementation Plan adopted and available to all SAM States.

National PBN Plan Guidance adopted and available to all SAM States.

PBN points of contact developed.

Collect traffic data in order to understand traffic flows in a given airspace in process (October 2009).

Survey to analyze the navigation capacity of the aircraft fleet in process (October 2009).

Optimize airspace structure, reorganizing the network or implementing newroutes based on the strategic objectives of the airspace concept, taking intoaccount airspace modelling, ATC simulations (fast time and/or real time), live tests, etc., in process (October 2009).

States must analyze the feasibility of the tentative date in coordination with domestic operators and military authorities to establish the PBN regional implementation date (October 2009).

Advisory Circulars developed and available to all SAM States:– CA 91-008 – Aircraft and operators approval for RNP APCH operations.– CA 91-009 – Aircraft and operators approval for RNP AR APCH operations.– CA 91-010 – Aircraft and operators approval for APV/baro-VNAV operations.

Advisory Circulars in process (October 2009):– CA 91-001 – Aircraft and operators approval for RNAV 10.– CA 91-004 – Aircraft and operators approval for RNAV 1.– CA 91-007 – Aircraft and operators approval for RNP 1.

Course on Airport Capacity Estimate and ATC sectors, Río de Janeiro, Brazil,March 2009.

Third Meeting/Workshop of the SAM Implementation Group, Lima, Perú, April 2009.

Course for RNAV/RNP instrument procedures design, Lima, Perú, Sept. 2009.

Course for RNP AR APCH instrument procedures design, Lima, Perú, Sept. 2009.

Fourth Meeting/Workshop of the SAM Implementation Group, Lima, Perú, October 2009.

Course for APV Baro VNAV instrument procedures design (First half 2010).

Fifth Meeting/Workshop of the SAM Implementation Group (First half 2010).

SAM Workshop on routes network and safety assessment required (Secondhalf 2010).

Sixth Meeting/Workshop of the SAM Implementation Group (Second half 2010).

Mexico: North American, Central American and Caribbean (NACC) Office

Performance-based Framework Implementation Workshop (Mexico City, July 2009).

Seventh Central Caribbean Working Group Meeting (Mexico City, July 2009).

Fifth Central American Working Group Meeting (Tegucigalpa, Honduras, September 2009).

Thirty-first Eastern Caribbean Working Group Meeting (Antigua and Barbuda, 2009).

First CNS/ATM Subgroup Meeting (GREPECAS) (Santiago, Chile, October 2009).

Airspace and ATS route Network Capacity Workshop (First half 2010).

Eighth Central Caribbean Working Group Meeting (First half 2010).

Thirty-second Eastern Caribbean Working Group Meeting (First half 2010).

Sixth Central American Working Group Meeting (Second half 2010).

Second CNS/ATM Subgroup Meeting (GREPECAS) (Second half 2010).

PBN points of contact developed following GREPECAS Conclusions 14/51,15/1 and 15/38 addressing PBN Regional strategies and a model for national action plans.

Complete all PBN national action plans by end December 2009. Mexican, Canadian and U.S. plans already completed.

RNP 4 implemented in Alaskan oceanic airspace.

RNP 10 implemented in WATRS airspace (amendment to Doc 7030, approvedin 2008).

Coordination for RNP implementation in the Gulf of Mexico. RNP 4 is the mostappropriate specification for this oceanic area.

CAR States implementing RNAV procedures in international airports.

PBN Procedures Design Course, Havana, Cuba, June 2009.

Draft of PBN Circular developed by CAR States to address:– Aircraft and operators approval for RNAV-5 operations.– Aircraft and operators approval for RNP APCH operations.– Aircraft and operators approval for RNP AR APCH operations.– Aircraft and operators approval for RNP Baro-VNAV operations.

Nairobi: Eastern and Southern African (ESAF) Office

Adopted Regional PBN Implementation Plan and made it available to all AFI Stares.

Adopted National PBN Plan Template and made it available to all AFI States.

APIRG PBN Task Force third meeting (third quarter of 2009).

Urged States to develop their National PBN Plan, no later than December 31, 2009.

Paris: European and North Atlantic (EUR/NAT) Office

PBN compliant applications have been implemented in majority of the EUR airspace. Some pre-PBN implementations do exist but conversion programmesare being launched to progress toward PBN.

PBN Implementation and Harmonisation Strategy agreed at the EANPG in December 2009.

PBN Implementation Roadmap as part of the Regional Navigation SystemsEvolution Strategy is being developed.

Amendment to the Regional SUPPs Doc 7030 to reflect mandatory carriage requirements is being drafted.

Monitoring mechanism for tracking the PBN implementation progress is established.– EASA is progressing in development of associated certification material.– A workshop on APV held June 2009 in Paris.– A PBN workshop to be held in St. Petersburg, October 2009.

ICAO’S REGIONAL PBN OBJECTIVES AND ACCOMPLISHMENTS, 2009–2010

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Seeking approval

When did ICAO and IATA begin to discuss the idea of a Joint PBN Task Force?

In October of 2008, IATA was hosting an OperationsCommittee (OPC) meeting with high-level Flight Opsrepresentatives from airlines all over the world. Our SeniorVice President, Guenther Matschnigg, invited NancyGraham, ICAO Air Navigation Bureau (ANB) Director, andher staff over and began some very engaging dialogue onwhat the main PBN issues were and how we could movethese forward effectively. We realized that a lot wasunderway already, such as the Regions putting togethertheir own Task Forces, the first edition of the PBN Manualbeing released, etc., but first and foremost the airlineswere very concerned about the topic of streamliningoperational approvals.

AIRLINES AND PBN

Although many aircraft and infrastructures in someRegions and States mayalready possess thetechnological enablersrequired for Performance-based Navigation (PBN)

procedures, local operational approvalsremain a key stumbling block for aircraftoperators as they seek to leverage thebottom-line benefits promised by PBN asquickly as possible.

In this exclusive interview with the ICAOJournal, Dave Behrens, IATA Director,Infrastructure Strategy, describes thebackground leading up to the Geneva PBNDeclaration signed earlier this year anddetails how aviation’s key stakeholdershope to more effectively address currentshortcomings.

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Could you elaborate on this last pointfor our readers?

Many times, the operational approval is the last required step to successfulimplementation, but if the airline’sregulator isn’t familiar with thenavigation specification then everythingstops. This has been a traditionalchallenge when you step back and lookat it from the international airlineperspective and so IATA wanted tohighlight the need for education andtraining of regulators early in theplanning process.

As it stands now, a given country maydevelop and publish, by way of oneexample, suitable Required NavigationPerformance (RNP) procedures andapproaches for a particular airport. Afterthey publish these, however, suitably-equipped airlines from other States can’tfly these procedures until they receivethe operational approval back home fromtheir own State regulator. This approval

certifies that the carrier’s equipment,personnel and operating procedures arequalified for the specified PBNoperations.

The problem that arises is that manyStates, because they do not yet have aPBN programme in their own country,lack the human resources, knowledgeand skill base to effectively regulate thePBN operations of their airlines inanother State’s airspace, and this inturn restricts them from implementingPBN in their own airspace. It’s a vicious“no win” circle.

Where does ICAO’s assistance become useful for IATA and its Memberswith respect to streamlining these operational approvals?

IATA and its Members are in full supportof what the ICAO General Assembly putforward in 2007 as a set of PBNobjectives (editor’s note: see relatedsidebar on page 4), and we were eager to

get moving quickly with PBN. However interms of the whole departure-to-arrivalscenario these operational approvalsremain a major stumbling block.

In the OPC meeting with Nancy Grahamand her staff, it was discussed how wemight jointly table these issues on aglobal basis to develop a clearer idea ofwhat was missing and what would beneeded in terms of enabling tools thatcould make State implementation andapproval procedures more efficient.There was a lot of discussion at thisstage on the need to assembleimplementation teams with the propersubject matter experts that could go outand work with any needful States on acountry-by-country basis.

How did this progress once these issues were agreed at the OPC meeting?

It was really amazing how quicklyeverything began to move from thatpoint. These decisions were taken in

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October and before the Decemberholidays plans had already been set intomotion. Task Force members analyzed allthe issues before us and identified somehuge gaps in terms of knowledge andunderstanding. From there, businesscases and a variety of promotional,educational and training tools wereidentified for development, owing to thefact that we needed to get keymessages out to a wide variety of high-level, mid-level and also operationalstakeholders. In many ways this was oneof the first big efforts on behalf of theGlobal PBN Task Force.

In what other ways was ICAO instru-mental to the Task Force efforts?

One of the next issues that quitenaturally arose was: “What’s lacking interms of ICAO documentation?” ICAOcreated the PBN Study Group to look intothe answers to this question and thoseactivities are now moving ahead well.Additionally, ICAO just completed asuccessful round-the-world tour that, at the Regional level, introduced localstakeholders to the PBN Manual andworked them through PBN criteria andairspace planning concepts.

These outreach efforts are essential tothe process, but the problem is thatthere’s a huge difference betweenestablishing the basic concepts andpoints of reference and actually rollingup the sleeves and moving ahead withdetailed implementation and grantingthe effective approvals. This is wherethe Regional implementation teams

become so important, but as yet this is not moving as fast as it mightbecause all the pieces really need to be in place before States will even becapable of identifying where and whenthey may need a team to come in and assist them.

Is IATA also addressing this issue with its own programmes?

Definitely. We have a number of trainingcourses that now address PBN-relatedissues and activities. We’ve put togetheroperational approval guidelines on things that have to be addressed,recommended resource material, bestpractices, etc. There are also coursesnow being put together to assist airlinesand their regulators through theoperational approval process.

Do you think the R36-23 timeline that’sbeen put in place, namely 30 percentimplementation by 2010, is doablebased on the challenges that remain?

I do. One of the things we identified earlyin the Task Force process was that wehad to build on the Assembly Resolutionand the State/CAA buy-in and roll thatmomentum out to bring in the AirNavigation Service Providers (ANSPs),the individual airlines, the pilots, thecontrollers, etc.

Was that need to maintain and evenaugment the Task Force’s momentumone of the reasons behind the recentGeneva Declaration?

Exactly. We identified the organizationsthat we needed, everyone from airportsto flight safety specialists to controllers,business aviation, helicopters, etc., aswell as, of course, ICAO, IATA andCANSO. Between the ICAO AssemblyResolution and this new Declaration, the PBN push has now assembled thebreadth of aviation’s key stakeholdersbehind the concept and the timetablethat ICAO established.

What does the near-term hold for thePBN roll-out as the Task Force lever-ages what it’s achieved in Geneva?

We’re beginning now to more specificallyidentify the stakeholders and resourcesand volunteers involved. We’re puttingtogether databases on who in the airlinewill be the point of contact for PBN orwho in your air navigation servicesorganization will be the point of contactor who in your CAA or who in yourindustry. By establishing and making iteasy to find the relevant nodes withinthis new Global PBN network it’s hopedthat all stakeholders are going to beginseeing the collective benefits of thesedevelopments much more quickly thanmight have been the case without thesecollaborative efforts.

It will be a challenge for aviation—noone is kidding themselves in thisrespect—and with respect to IATA we’retrying as much as possible to ensurethat this evolution is constantly informedby sound business cases across theboard: for operators, facilities andsuppliers across the PBN chain.

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The problem that arises is that many States,because they do not yet have a PBN programme in their own country, lack the human resources,knowledge and skill base to effectively regulatethe PBN operations of their airlines in anotherState’s airspace, and this in turn restricts themfrom implementing PBN in their own airspace. It’s a vicious ‘no-win’ circle.

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PBN resultstodayMembers of the Civil AviationServices Organization (CANSO)remain at the forefront of PBN development. The organization reports on current status and on how its stakeholders are alreadyseeing the benefits of this exciting technological enabler.

RNP procedures introduced at Brisbane Airport reduced the facility’s70 dB and 75 dB footprints, and allowed the procedure to be placedover non-residential areas such as the Brisbane River (details courtesyof AVTECH).

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The long-term aim of ongoing Performance-based Navigation(PBN) activities is to create global harmonization of navigationspecifications so that operators can take advantage of modernavionics to improve both flight efficiency and environmentalperformance. The introduction of common navigation standardsunderpins modernization programmes like SESAR and NextGen,which use precise aircraft navigation concepts to improveairspace safety and capacity.

PBN relies on area navigation systems that employ satellitesignals with advanced cockpit technology that allow an aircraftto be flown without depending on navigation to/fromconventional ground-based navigational aids. It requires a shiftfrom ground-based navaids that emit signals to aircraftreceivers to advanced in-aircraft systems that compute theaircraft’s global position. The result is a more direct a flightpath that no longer needs to zig-zag between beacons on theground. Many such navigation systems are alreadyimplemented and in daily use, but their ad-hoc developmentand lack of regulatory requirements has led to prescriptiveapplications, Regional variations, and unnecessary costs.

Under ICAO’s PBN initiative, navigation is defined based onoperational requirements. The concept offers a number ofadvantages, not least of which being how it allows technologyto evolve over time without requiring a specific and costlycertification process for each new operation. Operators have alimited set of navigation specifications that apply on a globalbasis and which have been designed to support fuel-efficientroute profiles, respond to noise abatement programmes,accommodate terrain issues, and in the long-term reduce costsassociated with conventional ground-based infrastructure.

Air traffic management relies on Communications, Navigation,and Surveillance (CNS) to safely operate an airspace. WhilePBN refers to the navigation element of CNS, it additionally hasto operate effectively with the communications and surveillanceinfrastructure. To encourage states to adopt advancednavigation concepts, ICAO has published an implementationguide, called the PBN Manual (ICAO Document 9613), whichdetails performance requirements for aircraft operators andnavigation service providers.

Area navigation (RNAV) is a cornerstone of the PBN approach,enabling aircraft to fly independently of ground-based navaidswithin conventional flight segment airspace design. Navigationspecifications define the Required Navigation Performance(RNP) of the RNAV system, together with any aircraft and crewrequirements. A defining characteristic of more precise RNPoperations is the ability of the aircraft navigation system tomonitor the navigation performance it achieves by means ofonboard checks and alerting systems.

Under PBN, therefore, each navigation specification has adesignator: for example RNAV 5, Basic RNP 1, RNP APCH, RNPAR APRCH. The number in the designator represents theminimum lateral navigation accuracy in nautical miles (nm) thatmust be maintained for at least 95 percent of the respectiveoperation. The detailed airworthiness requirements for RNAVand RNP were developed by the United States along withEurope’s Radio Technical Commission for Aeronautics (RTCA)and UROCAE. These standards specify system accuracy,integrity, continuity and availability requirements for aircraftnavigation and flight management systems.

PBN, and in particular the RNP navigation specifications, allowthe introduction of precise, curved paths on an aircraft’strajectory. It also offers advantages during approach phases offlight, where it can support routes that avoid densely populatedareas or difficult terrain.

At the most extreme end of the scale, RNP AR (AuthorizationRequired) criteria are specially customized and require advanc -ed aircraft equipage and training, but yield more in terms ofbenefits for the operator. For example, RNP AR paths cantypically reduce straight-in segments by 7–10 nm from the startIC

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of an Instrument Landing System ILS),bringing them down to four nm or less.

RNAV 5 and B-RNAV routes are alreadyused in en route and continentalairspace. The introduction of B-RNAV inEurope contributed to over 20 percentincrease in en route capacity in the late1990s. In addition to the numerousRNAV 2 routes in the en routeenvironment, the United States hasintroduced hundreds of RNAV 1 routes in terminal airspace that providealternatives to crowded conventionalroutes for suitably-equipped aircraft.

At present, PBN performancerequirements support the safety case forimplementation, and a number projectsworldwide already demonstrate reducedfuel use, greener operations andcapacity gain.

CANSO members remain at the forefrontof PBN development. NAV CANADA hasbeen working with the U.S. FAA andMexico’s SENEAM to develop a NorthAmerican strategy for implement ingPBN. It has redesigned Vancouverterminal airspace to reduce costs anddelays, which resulted in one customersaving $18.5 million in fuel costs in just one year.

Among other successful projects,Airservices Australia introduced RNPapproach procedures at Brisbane

International Airport in 2007. During thefirst year of operation, Qantas carriedout over 15,500 procedures includingmore than 8,000 approaches. The airlineachieved a reduction in track miles of10.7 nm (an average of two minutes and40 seconds) for each arrival, saving650,000 kg of CO2 and 200,000 kg offuel over the year. Airservices workedclosely with Naverus Inc, QantasAirways, Avtech of Sweden andAustralia’s safety authority CASA toimplement six RNP approach proceduresand 12 RNP departures based onproprietary criteria.

Brisbane reported additional benefits. In addition to a reduction in aircraftnoise impact, non-RNP aircraftexperienced reduced delays resultingfrom shorter arrivals for RNP aircraft.Australia has introduced RNPprocedures at close to 15 airports.Naverus Chief Technical Officer SteveFulton stated: “In Australia, the resultsclearly have shown that RNP is not somuch a Next-Generation solution as it is a solution available today.”

This focus on delivering the advantagesof PBN today—as opposed to waiting fornew and expensive technology to beadopted—is also being explored inEurope. The SESAR Joint Undertakinghas launched a co-funded project todemonstrate the environmental benefitsthat can be derived from using current

aircraft capabilities. The Minimum CO2

in the Terminal Manouevring Area (TMA with current capabilities (MINT)programme is a consortium of Avtech,LFV, Novair, Airbus and Egis Avia. AvtechProgramme Manager Christer Forbergcommented that:

“Many commercial aircraft can alreadysupport RNP and time-based operation.If RNP is used not only for terrainpurposes but also for efficiency in theTMA then a lot of fuel could be saved.This could start already during lowdensity periods. Of course peak periodswill be more challenging and arrivalmanagement needs to set the sequenceearlier than today. In peak periods, ATCwould issue RTAs to spread out arrivaltraffic over time, and thereby sequencearrivals in a smooth way instead ofarrival peaks. The future support systemwill be a form of arrival manager,sequencer and/or conformancemonitoring tool.”

The experience gained from operationsat Brisbane in Australia, Innsbruck inAustria, and several U.S. airports showsclearly that RNP operations result inbenefits in terms of route efficiency andenvironmental impact. While therequirements for RNP AR are rigorous,many operators are beginning todiscover the benefits can outweigh thecosts in instances where terrain andnoise issues are at stake.

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Alternativefuels and aviation:Toward more sustainable air travel

The objective of the ICAO Workshop on Aviation and AviationFuels, held in Montreal from February 10–12, 2009, was to examine the options and challenges related to thedevelopment and deployment of AFs and to considerinitiatives to help promote more effective internationalcooperation in this area. The workshop was designed as apreparatory event to a major ICAO conference currentlyplanned for later this year. During the workshop, attendeeslearned about a number of recent and successful in-flighttests of a range of AFs, and of the newer AF types that willbe made available in due course.

When employing appropriate technologies and feedstocks,AFs offer the ability to significantly reduce lifecycle CO2

emissions when compared with conventional, petroleum-derived Jet A (i.e. the CO2 required to produce the fuel aswell as the CO2 generated from burning it). Consensus

Previous ICAO Journal articles haveshowcased the importance of AlternativeFuels (AFs) as a key component of anyfuture action on addressing aviationemissions and the achievement ofsustainable aviation operations. Thesesubmissions have been part of ongoingefforts to respond to a request agreed atthe last ICAO Assembly, whereby theCouncil was mandated to promote animproved understanding of the potentialuses and related emissions impacts of AFs.

In this Journal issue, Jane Hupe, Chief ofICAO’s Environment Section, outlinesfurther progress in global aviation’sunderstanding of the potential of thesedevelopments and provides an overview ofmain AF events being organized by ICAO tohelp facilitate ongoing AF research anddeployment. This includes ICAO’s upcomingConference on Alternative Fuels for Aviation,which will be held in Rio de Janeiro, Brazil,this November.

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Presenters to the special Alternative Fuels (AF) side event at the United Nations Framework Convention on Climate Change (UNFCCC) Climate Talks, Bonn, Germany, June 2009. Front row, from right to left:Jane Hupe, ICAO; Lourdes Maurice, FAA–CAAFI; Doris Schroeker, EC;Second row, from right to left: Bill Hemmings, ICSA; Thomas Roetger,IATA; Philippe Fonta, ICCAIA; Mike Farmery, Shell Aviation.

emerged at the ICAO event indicating that global harmonizationis needed in the vision and goals being developed by aviationstakeholders while recognizing that there remains multiple andacceptable analysis approaches.

A number of AFs are already in the process of being certified for use, meaning these AFs now under consideration for certification would be “drop-in” options, meaning that they would be capable of being transported through existingpipeline infrastructures and used in modern aircraft without modification.

Over the past two years, a number of successful in-flight testsusing various blends of AFs have been conducted. A great dealof progress has been achieved so far in this regard, andexpectations are high that aviation will witness a greater use of environmentally friendly drop-in bio-fuels in the short- tomedium-term. Given sufficient demand or incentive, significantsupplies of biofuels offering approximately 50 percent or more reduction in life-cycle CO2 emissions could be availablewithin 15 years.

To fully assess the environmental impact of AFs there is a strong need now to agree on methodologies for thequantification of life-cycle carbon footprints of all fuels. Whilefocusing on climate change and related issues, it should benoted that synthetic jet fuels now under consideration offermore than just a reduced carbon footprint. They also offer local air quality benefits in the form of reduced sulphur contentand particulate matter emissions. AFs could therefore formpart of a comprehensive aviation energy strategy that includes new technologies, operational measures, and market-based measures.

Following its Aviation and Alternative Fuels Workshop, work wasinitiated with a view to preparing for the ICAO Alternative FuelsConference currently planned for November 2009. AnAlternative Fuels Conference Organizing Committee, composed

of core experts representing the various areas of directinvolvement in the development and deployment of AFs, wasestablished and has since progressed in the development ofthe agenda and possible recommendations, including a globalroadmap that will ultimately facilitate the use of alternativefuels in aviation.

In line with its leadership mandate leading up to theConference, ICAO is engaged in promoting and informingstakeholders as much as possible on the status of activities inthe alternative fuels area. As part of these responsibilities,ICAO recently organized a side event on aviation and alternativefuels to the United Nations Framework Convention on ClimateChange (UNFCCC) Climate Talks, in advance of COP/15, whichtook place in Bonn in June 2009.

This side event, entitled “Aviation Alternative Fuels—TowardSustainable Air Travel” took place on June 3rd and wasattended by approximately 60 participants, including NGO andacademic specialists, climate negotiators and environmentalexperts from all Regions of the world. It provided an update ofICAO’s work in this area and of the possible outcomes that theplanned High Level Conference in November could deliver.

UNFCCC presentations review

At the opening of the side-event presentations, ICAO providedbackground information on its activities relating to AFs,covering the main findings from the February Workshop andhighlighting the importance of AFs to fuel security and reducingthe effects of aircraft operations on climate change and localair quality. The main reasons why international aviation shouldbe the first global sector to move forward on AFs also formedpart of the points made the Environment Unit on behalf of the Organization.

Mike Farmery of Shell Aviation, represented the views of fuelproducers. He provided an overview of the process involved inproducing synthetic fuels and stressed that any aviation AFmust be a “drop-in” solution that can be mixed with currently-used jet fuels in any proportion, while additionally making useof the existing fuelling infrastructure. His views are defined inmore detail in the Shell submission to this issue on page 20.

Thomas Roetger, of the International Air Transport Association(IATA), presented the airlines' ongoing activities on alternativefuels. He emphasised that AFs must offer net emissionreductions over their entire life cycle and not generate adverseimpacts on, for example, freshwater needs, land use or foodsecurity. He provided a summary of the main flight testsundertaken by major airlines and highlighted the potential ofnew-generation biofuels in this regard, and also presented the“Beginner’s Guide to Aviation Biofuels”, which has beenprepared by ATAG (www.atag.org).

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In line with its leadership mandate leading up tothe Conference, ICAO is engaged in promotingand informing stakeholders as much as possibleon the status of activities in the alternative fuelsarea. As part of these responsibilities, ICAOrecently organized a side event on aviation andalternative fuels to the United Nations FrameworkConvention on Climate Change (UNFCCC)Climate Talks, in advance of COP/15, which took place in Bonn in June 2009. ”

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Philippe Fonta, of the InternationalCoordinating Council of AerospaceIndustries Association (ICCAIA),represented the views of manufacturersby noting that the industry is committedto action on climate change andembracing the use of AFs despite all theassociated challenges. He presented thedifferent types of AFs and reinforced thenotion that valuable lessons can belearned from testing fuels synthesizedusing other sources—such as gas. Heconcluded that further biofuelsdevelopment would require effective andongoing partnerships between relevantstakeholders and that aviation isuniquely structured to maximize benefitsof sustainable biofuels.

Lourdes Maurice, on behalf of theCommercial Aviation Alternative FuelsInitiative (CAAFI), presented some of theU.S. initiatives including their work onlife cycle assessment. She highlightedthat aviation is dependent onhydrocarbon-based liquid fuels andbecause of the concentrated airportdistribution a rapid deployment (80 percent of fuel in 35 locations inUnited States would be feasible. Shestressed the importance of a timely Fuel Certification crucial for market and stabilizing the right life cycleassessment for allowing policy deci -sions and investment. She noted theimportance of CAAFI helping to bringthese pieces together and the key role ofICAO to achieve global harmonization(see additional CAAFI submission to thisissue on page 25).

Doris Schroeker, of the EuropeanCommission, brought the views of thepolicy-makers and highlighted a two-yearstudy, entitled: Sustainable Way forAlternative Fuel and Energy in Aviation.She emphasized that alternative andbiofuels alone will not be sufficient toreach environmental objectives but areexpected to contribute to environmentalreductions within a package ofmeasures, noting that aviation will beincluded in the European EmissionsTrading Scheme as of 2012. She alsoreaffirmed the need for the global

connections that are necessary, throughan adequate ICAO framework.

Bill Hemmings, of the InternationalCoalition for Sustainable Aviation (ICSA),represented the environmental NGOcommunity and stressed thatsustainability is the key issue andalthough biofuels demonstratesignificant potential for environmentalbenefits, it will take time to developthem for use as alternative aviation fuelsand that other short-term solutions aretherefore required. He cautioned that theindirect land-use impact of biofuelsremains uncertain, and stressed thatemissions from the aviation sector mustbe brought “into the box” of broaderemission regulations, including withinthe UNFCCC framework showing somedisappointment that a global solutionhasn’t yet been set up in place in ICAO.(see in-depth ICSA text on page 23).

In wrapping-up the main ideas broughtforward by the various presenters, Ms. Hupe summarized as follows:

In addition to technical, operationaland market-based measures, AFsprovide a key approach for addressingaviation emissions. “Drop-in” fuel solutions are needed forshort/medium term.Aviation is a highly technical industrycommitted to achieving rapid progressin the development and deployment of biofuels.Concrete solutions exist with somealternatives now test-proven, and stillmore to come.Challenges:– Define “sustainable biofuels”.– Public acceptance of biofuels.– Cultivate the quantities of

feedstock required.– Develop the facilities to process

and refine. – Economic viability. Incentives/investment are paramountfor development/deployment. Aviation alternative fuels can offer aglobally-flexible solution with environ men-tal benefits while providing economicopportunities to local communities.

A Conference, to be hosted by Brazil inRio de Janeiro, is now planned forNovember 2009. Its aim is to develop aglobally-harmonized roadmap involving allstakeholders. ICAO will endeavour togather the best available expertise inorder to support data-based decisionmaking for global aviation. All membersof the aviation community involved inenergy and environmental policy,including energy producers, airlines,airports and equipment manufacturers,as well as policy-makers at Regional,national and local levels, will be invited.Topics to be addressed include:

– Certification of new AFs.– Standard methodologies for

life-cycle analysis.– Globally harmonized assessment

of technology readiness levels. – Standardized vocabulary. – Guidance to facilitate cost/benefit

analyses. – Alignment of research roadmaps

and programmes.– Overcoming barriers with incentives

for investments.

Results of this Conference will providecritical input to ICAO and will allowconsideration of sound policy optionssurrounding aviation AFs that can bebrought to the attention of COP/15.

Documents and a brochure (inset) reflectingthe main outcomes of the Workshop are avail-able on the ICAO Web site at www.icao.int.

The role of alternativefuels in commercialaviation

After eight years in various researchroles, Mike Farmery joined Shell in1981. He worked initially in fuelsresearch, followed by technical roles incommercial fuels and distribution. Since1992, Farmery has been Global FuelTechnical Manager in Shell Aviation,responsible for quality, specifications,fuel development and environmental

issues. He is an active participant in many industry bodiesand steering groups and chairs the JIG Product QualityCommittee. Farmery recently received an IATA award forOutstanding Contribution to the Aviation Industry.

Though some may claim that the rapiddevelopment of commercial aviation has been fuelled by the imagination andingenuity of engineers, coupled with the romance and excitement of aviatorsdetermined to defy gravity, at a moremundane level air transport is fuelled bykerosene, which sits between gasoline anddiesel fuel in the distillation of crude oil.

Dr. Mike Farmery of Shell Aviation describesfor the Journal the unique characteristics of kerosene and the reasons why anyreplacement or alternative is still likelydecades away from a practical andcomprehensive roll-out.

Although yields vary widely, on average kerosene representsabout 10 percent of a barrel of crude oil. Adding in all othersources of carbon-based fossil fuels, such as coal and naturalgas, CO2 emissions from aviation kerosene account forapproximately two percent of total anthropogenic CO2 emissions.

Despite starting from this relatively small base, the challenge isgrowth which currently stands near five percent pa and is widelypredicted to double in 20 years. Recognizing this, the airlineindustry body IATA has a vision for carbon neutral growth in theshort to medium term.

Carbon neutral growth cannot be achieved by incrementalimprovements in fuel efficiency: we need to do somethingradical with the fuel. This is exciting for fuel producers becausejet fuel has not really changed for the past 40 years, but it isnot going to be easy. Kerosene is a great aviation fuel and has

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many properties that make it ideal forthis purpose. Also, because the aviationindustry is focused on safety, changesdon’t happen quickly.

For jet fuel, the options for alternativefuels are rather restricted compared toautomotive fuels. The consensus is that

kerosene will remain the principalaviation fuel for the foreseeable future(20–30 years). The main reasons for thisview are that it works well, there is alarge legacy fleet of aircraft, and lastlythat aviation needs a single, globallyavailable fuel.

In addition to the drive to reduce CO2

emissions, the other driver fordeveloping alternative fuels for aviationis diversifying supply. The days of easyoil are over and there is now strongcompetition with diesel for the middledistillate fraction. New sources ofkerosene molecules will be welcome

even if they are not renewable. Anexample is gas-to-liquid synthetic fuelcreated from synthesizing methane viathe Fischer-Tropsch process. Althoughthis fuel has a similar carbon life cycleas traditional fossil fuels, recentresearch has indicated that there arepotential benefits in using these types

of synthetic fuels for reducing otheremissions relevant to local air quality.

Easy biofuels, such as vegetable oilesters in biodiesel and ethanol ingasoline, are not suitable for aviation.They carry a weight penalty (linked totheir oxygen content) that, together withperformance and handling problems,makes them unattractive for aviation.

Producing kerosene-like molecules frombio sources is challenging. Effectively,you need to remove the oxygen to leavea pure hydrocarbon. At the moment,there are two potential processes but

others are being developed. Thebiomass-to-liquids process takes anybiomass (e.g. bio waste such as wastewood or straw), gasifies it, and thensynthesizes a hydrocarbon (via theFischer-Tropsch process). The result is a great jet fuel but it is a costly processthat is still in demonstration mode.

The other promising route, hydrogenatingvegetable oils, is less energy intensivebut the vegetable oil feedstock isexpensive and can be controversial.Competition with food and land use iscurrently a critical issue linked tovegetable oils and a global agreement isrequired to define what can or cannotqualify as a sustainable vegetable oil.

The idea of producing the vegetable oilfrom algae has been presented as aparticularly attractive solution. Many seeit as a route to sequester CO2 andproduce hydrocarbons at the same time.Yields per hectare are estimated as highas 200 times conventional crops, andfarms can be on arid land and use salinewater—a renewable fuel Nirvana!Unfortunately, it is early days for thissolution and there are many technicalproblems to overcome. Think in terms of10–20 years for a significant contributionfrom algae or comparable sources.

In summary, we know that using newfuels to reduce environmental impact ismore complicated for aviation than forground transportation because of theextra focus on safety and the moredemanding performance requirements.Fortunately, the industry has a greattrack record of technological innovationand there are many good ideas andexciting projects in play. However, it ishard to see how significant volumes ofrenewable jet fuel are going to beproduced quickly. In the short term itlooks like we will have to continue to relyon the incremental improvements thatcontinue to be delivered by improvedaerodynamics, increased use oflightweight composites, improved airtraffic management and more fuel-efficient engines. IC

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A critical yearALTERNATIVE FUELS: ICSA

While sustainably-produced alternative fuels (AFs) may play a role in a comprehensive, long-term strategy to control GHG emissions from aviation, there is little reason to believe that theuse of those fuels will significantly reduce emissions within the next 15 years.

In this year of action, the International Coalition for Sustainable Aviation (ICSA) describeswhy it is incumbent upon ICAO to work closely with its Member States to develop acomprehensive AF strategy for the aviation sector.

2009 is a critical year for aviation and the environment. ICAO’sGroup on International Aviation and Climate Change (GIACC),faced with projections that global carbon dioxide (CO2)emissions from aviation are likely to increase fourfold from2006 to 2050 if left uncontrolled, is rushing to recommend aclimate action plan for the Copenhagen COP-15 meeting.

There has been a burst of related enthusiasm for alternativefuels within the aviation community, with some seeing biofuelsin particular as a way to stave off more difficult measures toreduce emissions. Without downplaying the significanttechnical, economic, and operational barriers facing the useof alternative fuels in aviation—topics we expect our industrycolleagues to cover in some depth—ICSA here focuses on thepossible climate benefits associated with their use.

It is impossible to predict with any confidence how muchalternative fuels (here defined as biofuels, as well as syntheticand cryogenic fuels) will contribute to controlling the climatefootprint of aviation. A brief survey of first principles issobering, however. The rush to develop “drop-in” fuels suitablefor use in today’s fleet, while perhaps understandable oneconomic and operational grounds, means that on a life-cyclebasis many alternative fuels are likely to have higher green -house gas (GHG) intensities than petroleum-based jet fuel.

These higher intensities are associated primarily with directand indirect land-use change, the use of carbon-intensivefeedstocks, or the consumption of large quantities of energyfor processing. Furthermore, feedstocks that might otherwisebe used to support a step function improvement in transportefficiencies—biomass used to drive the electrification ofpassenger vehicles, or natural gas for fuel cell buses—wouldinstead be used to support an efficiency status quo ifdiverted toward aviation.

Biofuels in particular deserve special comment. The aviationindustry’s commitment to developing alternative fuelfeedstocks and production pathways that do not compete withfood production, therefore avoiding significant emissionsthrough direct and indirect land-use change, is laudable. Thatbeing said, experts increasingly argue that biofuels that can

be produced on marginal land are in fact likely to be producedon arable land with irrigation and fertilizers given the highwillingness of wealthy consumers to pay for mobility.

Particularly instructive is a major fuel producer’s recentadmission that jatropha produced under marginal conditionsis in fact likely to produce marginal yields. As food and fuelcome into competition, vulnerable consumers and theenvironment predictably suffer, as evidenced by last year’sdramatic run-up in global food prices blamed in part onpolicies promoting first generation biofuels. The questiontherefore becomes: how will the commitments to sustainableproduction of biofuels, that might justify their use incommercial aviation, be verified and monitored worldwide onan ongoing basis?

One way to consider the question of alternative fuels isthrough the use of scenarios, or the modelling of possiblefuture states of the world. During this past February’sWorkshop on Aviation Alternative Fuels (WAAF), ICSApresented one simple, very optimistic scenario for thepossible environmental benefits of alternative fuels inaviation. We assumed that production volumes of analternative fuel with half the life-cycle CO2 emissions ofconventional jet fuel could be doubled annually from today to 2025—in relative terms five times faster than theintroduction of ethanol into U.S. gasoline in recent years—bringing overall use to approximately 10 percent ofworldwide consumption in 2025.

The resulting emissions reduction, of approximately 50 millionmetric tons of CO2 from one baseline projection, is shown in Figure 1 (page 24). Compare this to the 60–80 percentreductions in GHG emissions believed to be required fromdeveloped countries by mid-century in order to avoiddangerous anthropogenic influence on the global climate.

While sustainably produced alternative fuels may play a role ina comprehensive, long-term strategy to control GHG emissionsfrom aviation, there is little reason to believe that the use ofthose fuels will significantly reduce emissions within the next15 years. In this year of action, it is incumbent that ICAO work

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with its Member States to develop acomprehensive strategy for the aviationsector, including:

Absolute medium- and long-rangeemission reduction targets.CO2 standards for new aircraft thatleverage the full range of technologyand design parameters affectingengine-out emissions.Market-based measures to capemissions and put a price on aviationcarbon. Flanking instruments to address thenon-CO2 climate impacts of aircraft.

Where alternative fuels further reduceemissions, they may be incorporated intothat overall framework.

The International Coalition for Sustain able Aviation (ICSA) is the umbrella observer organization for environmental NGOs in ICAO.ICSA members share a common concern with the problems of air quality, climate change and noise in relation to aviation, and arecommitted to developing and providing technical expertise and common political strategies.

Figure 1: Emissions reduction due to fleet-wide 10 percent use of alternative fuels with half the life-cycle CO2 emissions of petroleum jet fuel in 2025.

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CAAFI: Leading the way to alternative aviation fuels

ALTERNATIVE FUELS: CAAFI

Since 2006, the Commercial Aviation Alternative Fuels Initiative (CAAFI) has sought toenhance energy security and environmental sustainability for aviation by exploring the use ofalternative jet fuels. CAAFI is a coalition of airlines, aircraft and engine manufacturers, energyproducers, researchers, international participants and U.S. government agencies.

Together, these sponsors have been leading the development and deployment of alternativejet fuels for commercial aviation since the coalition’s inception. CAAFI’s goal is to promotethe development of alternative jet fuel options that offer equivalent levels of safety andcompare favourably on cost with petroleum-based jet fuel, while also offering environmentalimprovements and security of the energy supply for aviation.

The volatility in petroleum prices of the past few years hasbeen a significant economic concern for airlines. Fuel becamethe single largest component of U.S. airline operating costsfor the first time in history in 2006. And concern about theenvironmental impacts of aviation growth is also rising withinthe United States and internationally.

While U.S commercial aviation consumes about three percentof that State’s total energy use, it drives about six percent ofthe U.S. gross domestic product and just under nine percentof national employment. Secure and sustainable fuel sourcesare essential for this continued prosperity. Aviation isinternational in scope, highly integrated in its fuel supply chainand, because of a significant ability to align and coordinatewithin the industry, well positioned to pursue alternative fuels.

CAAFI is currently divided into four teams that are headed byrepresentatives of sponsor organizations that have primaryresponsibility in each area. The team leaders organize andfocus efforts in their discipline area with all otherstakeholders. CAAFI’s functional teams address critical needsessential to the development and deployment of alternativefuels in aviation using discipline specific roadmaps. Theroadmaps act as a communication mechanism among teammembers and between the teams to provide status andessential needs in each area.

These roadmaps and supporting documentation are sharedwith funding sources and policy-makers to provide them withinformation to make informed decisions in their area of focus.CAAFI does not discriminate among feedstock types or fuelconversion processes and does not make policy decisions.Those decisions are left to individual sponsor and stakeholderorganizations.

CAAFI Teams, Team Goals and Progress

The CAAFI team, team goals and team leader organizationsare as follows:

1. Certification Qualification TeamEnables supply of alternative jet fuel by expediting new fuel certification.

Lead by Federal Aviation Administration Aircraft Certification Service

The CAAFI Certification Qualification team is concentrating oncreating a new ASTM international specification (D-XXXX) forjet fuel made from alternative, or non-petroleum, feedstocks.Once completed, the specification will receive a new numberand will complement the globally recognized Jet-A specificationD-1655. D-XXXX is structured to accommodate new classes of alternative fuels as they complete the ASTM fuel evaluationprocess. The new fuels must pass critical properties testing,including both basic properties (e.g. freeze point, flash point,density), as well as expanded “fit-for-purpose” properties (e.g. lubricity, surface tension, electrical conductivity). Inaddition, the fuel may be tested on turbine aircraft engines or components of those engines, if necessary.

The initial fuel approval will be for synthetic paraffinickerosene (SPK) made from natural gas, coal or biomass usingthe Fischer-Tropsch (FT) process. This approval for a 50 percent blend with petroleum jet is targeted for completionduring 2009. Additional fuels, derived from plants bearing oilfrom seeds (e.g. jatropha, camelina, halophytes and algae)could receive approval by the end of 2010 once fit-for-purposetests are complete. These fuel types fall under the category of Hydrotreated Renewable Jet (HRJ).

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The Certification Qualification Team isalso developing new FAA regulatorypolicy to accommodate future approvalsof alternative fuels. These works, as wellas the new specification, are beingcoordinated with internationalairworthiness authorities andspecification-writing organizations.

2. Environment TeamEnsure environmental sustainability of alternative jet fuels via quantifica-tion of “well to wake” greenhouse gas (GHG) life-cycle impacts and airquality impacts.

Lead by Federal Aviation Administra -tion Office of Environment and Energy

In October of 2008, the CAAFIenvironmental team held a workshopbringing together nine presenters on life-cycle analysis frameworks and theparticipation of FT and renewable biojetfuel processors. The group agreed toleverage individual strengths and createinclusive methods for measuringenvironmental impacts and therebyreduce environmental uncertainties forpotential aviation fuels. Follow-up effortsnow include:a) A U.S. Air Force/Department of

Energy-led U.S. government WorkingGroup to assess best practices forconducting jet fuel greenhouse gaslife-cycle analyses. Conclusions maybe used to assess specific alternativefuel production and distributionoptions for the “ground to wheels”portion of fuel production.

b) Use of ICAO/FAA globally acceptedaviation emissions forecasting tools for aircraft emissions output“wheels to wake”.

c) Case studies of planned productionand distribution of alternative fuelprojects being considered by CAAFIenergy company stakeholders usingthe tools from a) and b)

As of the writing of this article, theproduct of part a) is in peer review. Onceaccepted, these processes will provideguidance for U.S. government fuel

purchasers to prove compliance withU.S. Energy Act provisions that requireany alternative fuel purchases to bebetter than that of fuels produced by oilrefineries.

3. Business and Economics Team Enable aviation as “first mover” user of alternative fuels amongmodes of transportation bysupporting production and deployment of new fuels.

Lead by Air Transport Association of America (ATA)

On September 8–9, 2008, the U.S.Department of Commerce and CAAFI’sATA and FAA sponsors hosted a businessand economics team meeting inWashington, D.C. The session broughttogether representatives of 20 fuelbuyers (including 15 individual airlines),26 energy suppliers and 13 U.S.government agencies.

The workshop resulted in:a) Dramatic increase in the quality and

quantity of dialogue between potentialsellers and buyers of aviation fuels.

b) Identification of eight specific areasfor production technologyenhancement for FT fuel blends(including use of biomass).

c) Increased cooperation across CAAFIteams and with the USAF on advancedbiofuels, ranging from HRJ fuels to fuels from other processes (e.g. fermentation) and feedstocks(e.g. algae).

During 2009, deployment opportunitieshave advanced with some 15 U.S. states and a myriad of federal and stateprograms identified for possible supportof aviation alternative fuels productionfacilities. Fuel producer engagementincreased represented, by theapproximately 30 energy companies with links on CAAFI’s public Web site(www.caafi.org).

4. Research & Development (R&D) TeamAccelerate R&D efforts on advances

feedstocks and conversion processesto increase the range of fuel options,reduce cost and increase quality.

Lead by Aircraft Manufacturers

In January of 2009, the CAAFI R&Dteam joined with U.S. Air Forcecolleagues to develop joint roadmapsidentifying priorities and aligning effortsfor both alternative fuel R&D andrenewable fuel energy crops (feed -stocks). The jointly identified feedstocksranged from those flown in Boeing flighttests in 2008 and 2009, such asjatropha, camelina and algae, to areascurrently in early research.

In addition to research roadmaps, CAAFIand the U.S. Air Force agreed on a scaleto track the technical and productionreadiness of alternative fuels, or FuelReadiness Level (FRL). FRL can be usedto easily communicate the status offuels to stakeholders who areconsidering deployment of these fuels.

The R&D roadmaps and FRL scale arepublic documents and have beenprovided to a wide range of interests inthe government and private sectors.

CAAFI’s Global Reach

As of mid-2009, CAAFI has grown toinclude contributing sponsors andstakeholders on all continentsrepresenting a global public/privatecoalition of approximately 300 experts.CAAFI’s collected data and analyseshave been presented to aviation,environment, energy and financialorganizations around the world. CAAFIleaders are engaged in programs both in the United States and as consultantsto international groups.

CAAFI’s goal is to ensure that Aviation—with its unique characteristics ofconcentrated distribution, technicalinnovation, and global reach under asingle regulatory authority—is the firstand best market for the deployment of a new generation of sustainable andsecure alternative fuels.

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Sustainable fuels for aviation: The manufacturers’ perspective

Airframe and engine manufacturers have managed toreduce fuel consumption/CO2 emissions by 70 percent perpassenger/km over the past 40 years. Improved designsand methodologies, along with the increasing use ofcomposite and advanced materials and processes, havehelped contribute to this remarkable record. Thesetechnologies, together with new concepts currently beingdeveloped within extensive research programmes, will keepdelivering additional benefits into the future. To moreeffectively progress on our pathway to carbon neutralgrowth, however, investigation into low-carbon AlternativeFuels (AFs) remains essential and has thankfullyaccelerated significantly over the past two years.

Civil aviation aircraft currently use fuels derived almostexclusively from crude oil. These crude-based fuels provide

ALTERNATIVE FUELS: ICCAIA

On top of the competitive, market-driveninterest to continuously reduce thespecific fuel consumption of aircraft, the aviation industry as a whole and theICCAIA companies in particular recognizetheir environmental responsibility andhave committed themselves to a pathwayto carbon-neutral growth.

Alternative fuels research, in unison with ongoing technical achievements inother fields, will help aviation findsuccess along this path as it ultimatelyaspires to a more sustainable and carbon-free future.

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an excellent balance of properties thatare required for aviation, includingenergy density, operational performance,cost and safety.

Though the specific compositions ofcurrent jet fuels vary within tightperformance specification limits, as ablend of complex hydrocarbons it isinevitable that they will emit CO2 whenbeing burned, thus contributing toclimate change.

Current AF research is focusing onsynthetic paraffinic kerosenes. They canbe derived from coal, natural gas orother hydrocarbon feedstocks, such asbiomass and thus include bio-jet fuels.Aviation’s immediate priority is focusedon “drop-in” fuels, (i.e. direct-substitutefuels) which can be used withoutmodification to the engine, aircraft orfuel-supply infrastructure. Other AFs,such as ethanol or bio-diesel derivedfrom FAME (Fatty Acid Methyl Esters),are today anticipated to have limitedapplication for aviation due tocharacteristics such as their slightlylower energy contents and higherfreezing points. For specific applications,these options should not be completelyrejected, however, and aircraft such asthe Embraer IPANEMA are now beingdeveloped on the basis of employingethanol as an AF source.

The environmental benefits of AFs haveto be investigated along the entire lifecycle of the fuel, from the feedstockitself (selection, seeding, growth, crop)to the resulting fuel (conversion,transportation, uplift onto aircraft andburn). This analysis also includes allintermediate phases and inducedtransportation needs. With currentknowledge and in the absence of viablecarbon sequestration and storageoptions, AFs developed out of coal (CTL)have a higher carbon footprint thanconventional fuels. Fuels derived fromgas (GTL) have a similar-to-slightly-highercarbon footprint, and those created from biomass (BTL) have a lower carbon footprint. They all have a betterenvironmental performance with respect

to local air quality due to the fact thatthey emit far lower amounts ofparticulates and sulphur oxides.

There are no easy answers in the search for AFs. The unique requirementsassociated with the operation ofconventional turbine engines incommercial service make a rigorousapproval process absolutely necessaryfor any proposed AF. That being said, theexperience gained by the manufacturingindustry in the SASOL fully-synthetic jetfuel approval process can be leveragedwhen considering new AF proposals. Thisprocess includes engine performanceand endurance tests, emissionsmeasurements, low temperatureatomization, cold ignition, as well asaltitude re-light (only after successfullaboratory testing).

In 2008 and early 2009, major mile -stones were passed in demonstratingthe technical feasibility of flyingcommercial aircraft with AFs. Severalflight tests were performed on bothAirbus and Boeing aircraft that wereequipped with different types of engines(from RR, GE, CFMI or P&W) employingvarious categories of AFs derived fromgas or vegetable oils. Sources haveincluded babassu, jatropha, camelinaand even algae.

Developing AFs requires an industry-wideeffort involving airlines, aerospacemanufacturers, fuel standard bodies,regulators, airport operators and fuelsuppliers all working together.

In the United States, an organizationcalled the Commercial AviationAlternative Fuel Initiative (CAAFI) hasbeen formed to enable improvedcoordination (see CAAFI article, page25). In Europe, several industry-wideinitiatives funded by the EU are ongoingto identify, develop and evaluate AFs.These programmes are looking at short-,medium- and longer-term solutions. EUstakeholders are also developing toolsto enhance coordination within andoutside Europe, fine-tuning technicalroute maps and supporting EU policy

development. Two such program mesinclude the Sustainable Way forAlternative Fuel and Energy in Aviation(SWAFEA) and the ALFA-BIRD project.

From a commercial point of view, even ifthe overall market for AFs appears to bemuch wider in the land transportationsector than for aviation, the air transportsector still remains uniquely structuredto maximize the benefits of sustainableAFs as an early adopter. Indeed, thecomparatively limited numbers of fuellingstations (at airports) and vehicles(approximately 20,000 aircraft comparedto hundreds of million cars, trucks andbuses) makes aviation a moremanageable market and infrastructure inwhich to implement and demonstrate thesustainability of AFs.

It remains the ICCAIA’s position thatpolicy-makers should thus develop andimplement incentives which support thisvery proactive and cooperative approachto help address aviation’s present andfuture economic and environmentalchallenges.

The International Coordinating Council of Aerospace Industries Associations(ICCAIA) was established in 1972 toprovide the civil aircraft industryobserver status as a means to berepresented in the deliberations of theInternational Civil Aviation Organization(ICAO). ICCAIA members are theAerospace Industries Association ofAmerica (AIA), the AeroSpace andDefence Industries Association ofEurope (ASD), the Aerospace IndustriesAssociation of Canada (AIAC), theSociety of Japanese AerospaceCompanies (SJAC) and the AerospaceIndustries Association of Brazil (AIAB).

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A partnership in the makingTHE EC AND ICAO

In September 2005, the European Commission (EC) established a permanent presence in Montreal with the principal objective of strengthening relations between the EuropeanCommunity and ICAO.

Summarizing the current situation at the end of his four-year term, Timothy Fenoulhet, EC Representative at ICAO, reports on the progress that has been made in building closercooperation between the two organizations through a relationship that is of major importanceto international civil aviation.

In the past 15 years, a significant body of legislation, rules and regulations in all areas of aviation (includingeconomic regula tion, safety, security, the environment and Air Traffic Management (ATM)) has been adopted by theEuropean Community.

This development is significant from ICAO’s standpoint onseveral counts, most notably:

The European Community has become a major player in theregulation of international civil aviation and is the primelegislator for Europe in this field.It signifies that the European Community is responsible forall these areas of fundamental importance to civil aviation.The European Community’s air transport policy andregulatory activities cover virtually all the requirements ofthe 18 ICAO Annexes governing international civil aviation.

As a consequence of its broad civil aviation role andresponsibilities, it was in the clear interests of the EuropeanCommunity and ICAO to strengthen their relations with a viewto transforming them into a fruitful partnership.

Clearly, this relationship has to be developed within theframework of the Chicago Convention, signed 13 yearsbefore the creation of what is today the EuropeanCommunity. The Convention does not currently foresee a role for Regional Economic Integration Organizations(REIOs), such as the European Community. Nonetheless,both organizations have recognized the importance ofworking closely together on the basis of a pragmaticapproach, acknowledging that ignoring the realities of, andneed for their relationship would be against the interests of the wider international civil aviation community.

A first and significant step in this direction was theestablishment of a permanent presence for the EuropeanCommission in Montreal—a move intended to help fostercloser cooperation in the technical field and improvedcoordination on policy issues.

Technical cooperation

The establishment of a permanent office in Montreal hasenabled the EC and the ICAO Secretariat to cooperate ontechnical matters on a daily basis. The EC now participatesactively in all types of ICAO consultative activities, includingWorking Groups, Study Groups and Technical Briefings, and as a result provides direct contributions to the work of ICAO.

This closer degree of cooperation means that both organiza -tions are kept far better informed about their respectiveactivities and has led to the establishment of new formalwork ing arrangements in a number of fields over the past four years.

In the field of safety, a Memorandum of Cooperation (MoC)was signed between ICAO and the European Aviation SafetyAgency (EASA) in March 2006, which paved the way for EASAto be audited under the ICAO Universal Safety Oversight AuditProgramme (USOAP). In addition, administrative arrangementshave been put in place between the ICAO Secretariat and theEC/EASA to exchange important safety information and datain order to inter alia improve coordination of technical

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Attendees to the EC’s ICAO Office inauguration, held on June 21,2007. From left to right: Article contributor, Mr. Timothy Fenoulhet,Head of Office, Office of the European Commission; Mr. Roberto Kobeh González, President of the ICAO Council; and Mr. Jacques Barrot, Vice-President of the European Commission.

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assistance activities. The EC participat -ed actively in the DGCA Conference on aGlobal Strategy for Aviation Safety inMarch 2006 at ICAO, strongly supportingpolicies promoted at that event toimprove transparency in the sharing ofsafety information.

The European Commission also attachesgreat importance to assisting developingcountries in the improvement of theirsafety oversight capabilities and raisingtheir overall safety performance to meetthe requirements of ICAO’s SARPs. TheEC has been a major contributor toICAO’s Cooperative Operational Safetyand Continuing AirworthinessProgrammes (COSCAPs) in Africa and inAsia in this respect and, more recently,has participated in the ComprehensiveRegional Implementation Plan forAviation Safety in Africa (ACIP). The ECand EASA have also made informationavailable to ICAO concer n ing all ongoingEU safety projects. This information hasbeen uploaded into the ICAO Databaseof Assistance Projects (IDAP).

Cooperation in the field of security hasalso been intensified as a result of anadditional MoC signed in September2008. This agreement strengthensmutual cooperation under the auspicesof the ICAO Universal Security AuditProgramme (USAP) such that it nowcarries out assessments of the EC’sCivil Aviation Security InspectionSystem. This MoC recognizes that ECaviation security regulations currentlycover most aspects of the ICAOStandards contained in Annex 17—Security, and elimi nates the need forICAO to systematically audit authoritiesin all 27 Member States of the EU who are already subjected toinspections by the EC. The agreementtherefore avoids duplication, decreasesthe administrative burden on States

and reduces pressure on USAP’s limited resources.

With respect to the environment, the ECis working closely with ICAO to seekagreement at the global level on how tomitigate the impact of aviation onclimate change. It participates in ICAO’sCommittee on Aviation EnvironmentalProtection (CAEP) and has also beenclosely associated with the activities ofICAO’s Group on International Aviationand Climate Change (GIACC).

In the ATM sector, the EC collaboratedwith ICAO in organizing the importantSESAR-NextGen Forum in September2008. This event advanced theintegration and interoperability of newgeneration ATM systems in line withICAO’s ATM Operational Concept andGlobal Air Navigation Plan.

Policy cooperation and a larger role for Regional bodies

Many EC/ICAO initiatives have beenundertaken to ensure the best possibleunderstanding by the two organizationsof the importance of their respectiveroles and methods. Good examplesinclude separate visits to EU Institutionsin Brussels and EASA in Cologne bymembers of ICAO’s Air NavigationCommission (ANC) and Representativeson the ICAO Council in 2008. RobertoKobeh González, President of the ICAOCouncil, is scheduled to visit the EU inBrussels in July 2009.

For evident reasons, the EC has been a driving force at ICAO to promote therole of Regional civil aviation bodies.This form of cooperation is now beingespecially encouraged amongdeveloping countries with limitedresources and low levels of aviationactivity. The pooling of resources and

economies of scale that can be gainedthrough Regional programmes can leadto effective solutions for developing anddeveloped countries alike. RegionalSafety Oversight Organizations (RSOOs)are now being actively promoted byICAO, for example under the ACIP, butRegional civil aviation bodies can alsocarry out a wide range of other taskssuch as: the monitoring andassessment of SARP implementation;training activities; administeringtechnical assistance; commonregulatory development; maintaininglocal pools of skilled personnel;accident investigation; and RegionalATM flow management functions.

In an effort to highlight the role ofRegional bodies the EC and ICAO jointlyhosted a successful Symposium onRegional Organizations in April 2008.The conclusions of the Symposiumcalled for ICAO to establish workingmethods and arrangements withRegional civil aviation bodies to improveSARP implementation and to establish aregular formal dialogue with Regionalorganizations. The ICAO Council isfollowing up on these conclusions via adedicated Working Group, which isanticipated to propose a new ICAO policygoverning its relations with Regional civilaviation bodies.

Possibilities for the future

The preceding paragraphs haveillustrated the significant progress thathas been made in strengtheningEC/ICAO cooperation both in the policyand technical fields over the past fewyears. There is evidently still some wayto go, but sound foundations have been laid. Looking ahead, as thisrelationship matures it would seem alogical step for it to be transformed into a fully-fledged partnership.

The views expressed in this article are those of the author and do not necessarily reflect the views of the European Commission.

Additional information on the EC at ICAO and broader EU air transport policy can be found at: http://ec.europa.eu/transport/air/index_en.htm

The European Commission is the executive body of the European Union. Its two main tasks are making policy and legislative proposals for adoption by the EU's twolegislative bodies (the European Parliament and the Council of Ministers), as well as overseeing the implementation and enforcement of European Community legislation. In addition, the European Commission also adopts rules of a more technical nature which implement the EU legislation, in fields such as aviation safety or security.

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Positioned at the heart of the world, Egypt serves as a gateway to Africa and as a hub for the Middle Eastern Region.

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Egypt: A dream of flying STATE PROFILE: EGYPT

The ancient Egyptians were the first true aviationpioneers, as evidenced by the discovery of a small,handmade wooden aircraft model in the shape of a bird that had been crafted by artisans in 200 B.C.

More than 2,000 years later, Egypt continues toadvance aviation priorities to the benefit of its peopleand its Region, managing the largest North Africanaviation market as described in this special StateProfile for the ICAO Journal.

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In the first decades of twentieth century, Egypt had begun toexemplify its expertise in the sector of civil aviation, an effortclearly demonstrated by the development in 1932 of the firstEgyptian aviation company (Egypt Air), realized through theissuance of a royal decree.

In the same year, another royaldecree was issued to establishthe first educational facility to teach aviation principles and practices in Egypt, and in a separate development theEgyptian government alsoestablished its own privateairport facility.

To ensure aviation safety, accuracy and efficiency for itscommunity, and in consideration of the remarkable increasein the number of passengers and flights that Egypt witnessedin its first years of aviation operations, a decree was issuedin 1945 announcing the establishment of the Egyptian CivilAviation Authority.

Egypt also became one of the founding States of ICAO duringthis period in its history, and is currently an active Member ofPart 2 of the ICAO Council, which as per ICAO’s stipulationsincludes States “which make the largest contribution to theprovision of facilities for international civil aviation.”

Moving forward to 2002, Egypt’s civil aviation sector wasrestructured with the establishment of its new Ministry of Civil Aviation, under the leadership of the Minister Ahmed Shafik. The Ministry’s organizational scheme currently includes:

Ministry of Civil Aviation general Divan. Economic Companies.Service Authorities. Private Airlines.

The Egyptian Ministry of Civil Aviation is responsible for:

Developing the civil aviation sector in accordance withinternational best-practices.Ensuring air transport safety and security to serve local,Regional and international stakeholders and passengers.Maintaining training and educational facilities to keepEgypt’s skilled aviation personnel up-to-date with the latestindustry developments and technologies. Achieving the specific Egyptian environmental targets in accordance with internationally-agreed priorities and objectives.

Cairo International Airport remains a key focus in the Statewith the construction of its new Terminal 3 (TB3), which willestablish Cairo as a truly Regional hub with capacity levels of22 million passengers per year. CAI is looking forward to thecompletion of its new airport hotel, “Cargo City” and theimplementation of a state-of-the-art automated people mover.

As a token of appreciation for these ongoing developments, theEgyptian Civil Aviation Minister was recently handed theregistration certificate for his own star, "Ahmed Shafik", astellar body located in the Cepheus Constellation as defined bythe International Star Registry.

Sharm El-sheikh international airport is currently designatedTB1 in order to increase its capacity to the 4,300 passengersper hour mark. Egypt is looking forward to raising the facility’scapacity to 15 million passengers per year by 2012.

Hurghada International Airport has a new terminal with acapacity of 7.5 million passengers per year, as well as a newrunway.

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In March 2009, the Star Alliance(established in 1997 as the first trulyglobal airline alliance) honoured HisExcellency, Ahmed Shafik, EgyptianMinister of Civil Aviation, for his rolein ensuring the success of civilaviation in Egypt, and for continuingits traditional role as both the largest aviation market on the Africancontinent north of the equator,

as well as a global leader in aviation with particular strengths in Africa and the Middle East.

Examples of recent Egyptian civil aviation accomplishmentsinclude EGYPTAIR’s recent and exemplary transformation,culminating in its acceptance into the Star Alliance in 2008,and also the new Terminal 3 facility at Cairo Airport, which willfurther strengthen the Egyptian capital’s position as the leadingaviation hub in Northern Africa.

Providing unique facilities that assistthe State in achieving the highestpassenger safety, security and servicelevels, the Egyptian Holding Companyfor Airports and Air Navigation, underthe leadership of Eng. Ibrahim Manaa,is continu ing to boost capacity atairports across the country, with totalcapacity having been increased from28 million passengers in 2002 to

52.2 million passengers in 2008. Egypt’s current goal is toreach the 74.4 million passenger capacity mark by 2012.

Egypt today manages an aviation system comprised of no lessthan 22 airports, including seven international facilities, sixinternational/domestic airports, seven domestic airports andtwo BOT (Build, Operate, Transfer) airports, with ongoingdevelopments at these facilities and in additional operationalcapacities noted as follows:IC

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Luxor International Airport has a newterminal, which has been built to increasethe airport capacity to 4,000 passengersper hour from its previous level of 800 passengers per hour.

Borg El-Arab International Airporthas a total capacity 1.2 millionpassengers per year. It's currentlyundergoing the development of a newterminal, construction of a new controltower, and a dramatic increase in itscargo services through the establish -ment of a new cargo village with acapacity of 10,000 tonnes.

In the Air Navigation sector, severaltremendous developments have beenachieved in the last few years. Ongoingor recently-completed projects includethe completion of State-wide radarcoverage and a new network of satelliteground stations that have beenestablished for air navigation services.

EGYPTAIR A Star Alliance membersince July 2008, established May 7, 1932, and the seventh airline in the world to join IATA. In July, 2002,under the supervision of Egypt’s CivilAviation Ministry, Egyptair became aholding company and now has ninesubsidiaries: Egyptair Airlines; EgyptairExpress; Egyptair Cargo; EgyptairMaintenance & Engineering; Egyptair In-flight Services; Egyptair GroundServices; Egyptair Tourism & Duty FreeShop; Egyptair Supplementary Industries;and Egyptair Medical Services.

EGYPTAIR Airlines The first IOSA (IATA Operational Safety Audit) certified airline in the Middle East and Africa, and recipient of the TUV (TechnischerUberwachungs-Verein/TechnicalInspection Association) certificateaward, Egyptair Airlines successfullyextended its network to reach more than 1,624 weekly departures to 69 cities in 44 countries, carrying morethan 7.8 million passengers in2007/2008. It possesses a modernfleet of 58 Airbus and Boeing aircraft.

EGYPTAIR Express Providing onlyeconomy and premium classes, EgyptairExpress services domestic and Regionalroutes with convenient scheduling ataffordable prices. It employs a networkof medium-range routes in the EasternMediterranean area and a fleet of 76-seat Embraer-170 aircraft.

EGYPTAIR Cargo Employing two Airbus-380s with a capacity of 42 tonnes, andtwo Airbus 300/600 with a capacity of45 tonnes, Egyptair Cargo maintainshighest-standard cargo tracking systemsand serves a network of more than 67key international airports. It operatesseveral major Cargo Hubs and stationsin Europe, the Middle East and Africa.

EGYPTAIR Maintenance & EngineeringAwarded with the EASA Part 145certificate, Egyptair Maintenance &Engineering provides full technicalsupport (Flight Hour Agreement), linemaintenance and base maintenancetechnical support for more than 75 customers in Europe, Africa and theMiddle East, specifically regarding themaintenance activities of most Boeingand Airbus aircraft (line maintenance, D-checks and component repaircapabilities). The company has resident

certified engineers and technical staff atCairo, Sharm El-sheikh, Hurghada, Luxor,Nozha, Borg el-Arab, and at outstationssuch as Riyadh, Dammam and Jeddah,in addition to another 15 outstationsinternationally (JFK, CDG, LHR, DXB,RUH, etc.).

EGYPTAIR Ground Services CompanyRecently awarded IATA’s Safety Audit forGround Operations (ISAGO) Certificate,the Egyptair Ground Services Companyoffers services to over 140 internationalcarriers covering more than 71.5 percentof international flights to all majorEgyptian airports. The company alsoprovides ground transportation onairport premises and shuttle services forpassengers, flight crews and Egyptairemployees.

As the Star Alliance’s 21st Member,Egyptair provides its passengers with a network of 975 airports in 162 countries, providing Star Alliancemembers with a strategic gateway intothe Middle East and North Africa.

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2009–2010 ICAO CALENDAR OF EVENTS

Meeting Site Duration

Seventh MEVA IIREDDIG CoordinationMeeting (MR/7)

Mexico City,Mexico

10–11 June 2009

ICAO CAR/SAMWorkshop on DataCollection, Forecasting andAnalysis

Mexico City,Mexico

29 June– 3 July 2009

ICAO/World Bank —Routes DevelopmentForum MaximizingCivil Aviation’sContribution to Global DevelopmentAviation Development:Focus on Asia/Pacific

Beijing, China

14–15September2009

Fifth Symposium on ICAO MRTDs, Biometrics and Security Standards

ICAOHeadquarters,Montreal

21–23September2009

Global ATM (Air TrafficManagement) Forum on Civil/MilitaryCooperation

ICAOHeadquarters,Montreal

19–21October 2009