Optimized Profile Descent Arrivals at Los Angeles International Airport

Clarke, John‐Paul; Brooks, J. Paul; Nagle, Gaurav; Scacchioli, Annalisa; White, Walter; Liu, S. R.

doi:10.2514/1.c031529

Cited by 76 publications

(35 citation statements)

References 2 publications

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“…However, when it comes to asserting an average FF at a specific altitude or aircraft mass, long ULFs might lead to inaccurate results since the variation of aircraft mass from the start and end of the ULF is too great to link an average aircraft mass with an average FF. In the relevant literature, there are studies in which reduction of aircraft weight, along with fuel consumption, has been taken into consideration [4][5][6], while in others these effects have been neglected [3]. However, in this study, this is considered and therefore, in certain analyses, a different approach is taken.…”

Section: Methodsmentioning

confidence: 99%

See 1 more Smart Citation

An Analysis of the Effect of Non-Payload Weight on Fuel Consumption for a Wide-Bodied Aircraft

Turgut¹

2017

ANADOLU UNIVERSITY JOURNAL OF SCIENCE AND TECHNOLOGY a - Applied Sciences and Engineering

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Fuel flow rate of an aircraft varies significantly during a typical flight, mainly due to required engine thrust, speed, weather conditions, aircraft configuration and aircraft mass. Of these, the effect of aircraft mass, being the non-payload portion, on fuel flow is investigated in this study. The investigation is carried out for twin-engined wide-bodied aircraft, during its intercontinental flights. Based on actual flight data records, two approaches are developed, in which the fuel flow rate is estimated based on three independent variables; altitude, aircraft mass and flight speed. The regression models are found to be highly significant and average fuel consumption is found to be 2-3% of the non-payload mass per flight hour. It should be noted that this percentage is affected by flight altitude and aircraft initial mass, of which the latter has a greater effect. In addition, it is worth noting that when the aircraft initial mass increases, the fuel consumption percentage also tends to increase.

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Section: Methodsmentioning

confidence: 99%

“…Since this effect may be different for different aircraft types, in some studies lightening of the aircraft weight, along with fuel consumption, is not taken into consideration [3], while in others it is [4][5][6].…”

Section: Introductionmentioning

confidence: 99%

An Analysis of the Effect of Non-Payload Weight on Fuel Consumption for a Wide-Bodied Aircraft

Turgut¹

2017

ANADOLU UNIVERSITY JOURNAL OF SCIENCE AND TECHNOLOGY a - Applied Sciences and Engineering

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“…A variety of studies have been conducted to estimate the benefits and the feasibility of CDOs [1][2][3][4] or to determine the environmental benefits of continuous descent operations in a specific airport [5] or the national airspace system (NAS) [6].…”

Section: Figure 1 Schematic Comparison Of a Cdo And A Conventional Smentioning

confidence: 99%

A method to design a tie-point-based optimized profile descent (OPD) solution

Grabow

2013

2013 IEEE/AIAA 32nd Digital Avionics Systems Conference (DASC)

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Air Traffic Management (ATM) related inefficiencies are causing important unnecessary expenses to airlines around the world. The long-term ATM paradigm shift led by SESAR and NextGen will require years and important investments before it brings its long-awaited benefits.New arrival and departure management tools, new systems to manage and share air-traffic-related information or innovations in the traffic flow management systems are some of the elements of the new system. While these future tools and concepts are under development, important efficiency improvements can be addressed in the short term with today's ATM paradigm and systems simply by introducing small changes in current practices or airspace designs.Boeing's fast-time air traffic simulation tool ELASTic (Enterprise Library for Analysis and Simulation of Trajectories and Traffic) was used to conduct the fast-time simulation experiments in this paper. The tool was set up to have a good representation of the tie-point-based ATC function, and is equipped with validated aircraft performance and FMS models, as well as four-dimensional wind and temperature fields and their uncertainties.

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“…CDA flight trials at two airports, Louisville International airport (SDF) in 2002 and Los Angeles International airport (LAX) in 2007 have proved these economical benefits as well as noise reduction effect of CDA. 2,3 In spite of these significant benefits, OPD operations are restricted in low traffic conditions, especially at night. The reason of limited usage of OPD is a difficulty of prediction of descent trajectory and ATC make unnecessary large separation between aircraft due to this problem.…”

mentioning

confidence: 98%

Trajectory Generation for Optimized Profile Descent using Hybrid Optimal Control

Park

Clarke

2013

AIAA Guidance, Navigation, and Control (GNC) Conference

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This paper presents the enroute descent trajectory generation method for optimized profile descent with specified arrival time constraint. Since FMS generates vertical trajectory by combining several VNAV modes, it can be modeled as a hybrid system consisting of discrete set of VNAV modes. Therefore, fuel optimal trajectory generation in FMS is the optimal control problem of hybrid system in which mode sequence is a discrete control variable as well as continuous control inputs of each mode. To solve this problem efficiently, we propose a design method to determine trajectory structure, which is a mode sequence in FMS hybrid model. Mode free fuel optimal trajectory is considered as a base trajectory. To find the best suitable mode sequence for generating similar trajectory compared with the mode free case, trajectory partitioning and mode selection scheme is proposed. By analysis of the base trajectories with various wind conditions, general VNAV mode sequence for fuel optimized profile descent is designed. The parameters of each mode are determined by solving multiple phase optimal control problem. To evaluate the method, numerical examples with B737-500 aircraft are given and performance of trajectory with designed structure is compared to mode free fuel optimal trajectory.

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Optimized Profile Descent Arrivals at Los Angeles International Airport

Cited by 76 publications

References 2 publications

An Analysis of the Effect of Non-Payload Weight on Fuel Consumption for a Wide-Bodied Aircraft

An Analysis of the Effect of Non-Payload Weight on Fuel Consumption for a Wide-Bodied Aircraft

A method to design a tie-point-based optimized profile descent (OPD) solution

Trajectory Generation for Optimized Profile Descent using Hybrid Optimal Control

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