Determination of Aircraft Cruise Altitude with Minimum Fuel Consumption and Time-to-Climb: An Approach with Terminal Residual Analysis

Abstract

A pandemic situation of COVID-19 has made a cost-minimization strategy one of the utmost priorities for commercial airliners. A relevant scheme may involve the minimization of both the fuel- and time-related costs, and the climb trajectories of both objectives were optimized to determine the optimum aircraft cruise altitude. The Hermite-Simpson method among the direct collocation methods was employed to discretize the problem domain. Novel approaches of terminal residual analysis (TRA), and a modified version, m-σ TRA, were proposed to determine the goals. The multi-objective cruise altitude (MOCA) was different by 2.5%, compared to the one statistically calculated from the commercial airliner data. The present methods, TRA and m-σ TRA were powerful tools in finding a solution to this complex problem. The value σ also worked as a transition criterion between a single- and multi-objective climb path to the cruise altitude. The exemplary MOCA was determined to be 10.91 and 11.97 km at σ = 1.1 and 2.0, respectively. The cost index (CI) varied during a flight, a more realistic approach than the one with constant CI. With validated results in this study, TRA and m-σ TRA may also be effective solutions to determine the multi-objective solutions in other complex fields.

Corona Discharge Characteristics under Variable Frequency and Pressure Environments

“…Direct current (dc) distribution systems of current aircrafts are operated at 28 V, 270 V (±135 V) or 540 V (±270 V), whereas alternating current (ac) distribution systems are operated at 230 V or 115 V phase voltage with variable or wide frequency (typically 320–800 Hz) [ 11 ], or 230 V or 115 V phase voltage with constant frequency (400 Hz) [ 12 , 13 ]. In AEA, voltage levels in the range 2 to 3 kV seem advantageous [ 13 ].…”