Assessment of Delayed Deceleration Approach Opportunities at US Airports

Reynolds, Tom; McPartland, Michael; Rodriguez, Yari; Sandberg, Melanie; Venuti, Joseph

doi:10.2514/6.2015-2433

Cited by 3 publications

(3 citation statements)

References 4 publications

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“…Prior publications have outlined the DDA opportunity analysis step which has identified a number of airports with DDA benefits potential [2,3]. Boston Logan Airport (BOS) was selected for this study given its potential for benefit from DDA procedures and its proximity to the research team which facilitated the noise data collection activity.…”

Section: A Objectives and Research Approachmentioning

confidence: 99%

Delayed Deceleration Approach Noise Assessment

Reynolds

Sandberg

Thomas

et al. 2016

16th AIAA Aviation Technology, Integration, and Operations Conference

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Delayed Deceleration Approaches (DDAs) have the potential to minimize fuel burn by maintaining airspeed above the initial flap speed for as long as possible during approach operations. This reduces drag and associated engine power requirements, but the effects of DDA on approach noise impacts need to be understood if their greater use is to be encouraged. This paper presents an analysis of both empirical noise data from a noise monitoring campaign and simulated noise contours from an aircraft performance and noise model. Neither study showed significant positive or negative impact on noise from DDA operations outside the range of the scatter in the measured data.

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Section: A Objectives and Research Approachmentioning

confidence: 99%

Delayed Deceleration Approach Noise Assessment

Reynolds

Sandberg

Thomas

et al. 2016

16th AIAA Aviation Technology, Integration, and Operations Conference

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“…Rodriguez et al (2013) focused on DDAs during approach and obtained a reduction of 37% FB by using an ideal DDA. Reynolds et al (2015) investigated the approach speed deceleration characteristics and estimated the fuel savings potential from the DDAs at a selection of US airports. The analysis suggests up to 30%-50% fuel reductions can be achieved during approach by using DDA procedures.…”

Section: Introductionmentioning

confidence: 99%

“…Of these fuel saving strategies, this paper aims to analyze the effects of the descent time flown with flap (dt f ) on FB and specific range (SR). In earlier studies, the analyses were limited to three-degree flight path approaches (Sandberg et al , 2016; Rodriguez et al , 2013; Reynolds et al , 2015; Reynolds et al , 2017). This paper focuses on filling this gap, so the effect of dt f on fuel at five different FPAs (FPA 2.0, FPA 2.5, FPA 3.0, FPA 3.5 and FPA 4.0) are investigated based on FDRs.…”

Section: Introductionmentioning

confidence: 99%

The effects of flap extension time on the fuel burn of commercial aircraft

Şahin

2022

AEAT

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Purpose This paper aims to investigate the effects of descent time spent with flaps extended on fuel burn (FB) and specific range for five different flight path angles (FPAs) ranging between 2.0° and 4.0° for a commercial aircraft. Design/methodology/approach A large data set of actual flight data (n = 475) of the same type of a frequently used commercial aircraft were investigated by using statistical methods. Findings The result of the comparison of the highest and the lowest FBs of flight profiles for each FPAs present that the fuel saving was achieved by keeping at as a high airspeed as possible and deploying flaps as late as possible, which is in line with the objective of delayed deceleration approaches. From analyzing the flight profiles, it was proven that delaying deceleration and also descending without flaps or with flap over a shorter time resulted in less FB of 101.1, 70.9 and 94.9 kg for FPA 2.5°, FPA 3.0° and FPA 3.5°, respectively. Originality/value This study differs from prior studies because it focused on the effects of the different vertical profiles on FB. Also, the use of real flight data recorder data in the analysis presents the originality of this study.

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