Fuel and time savings by flying continuous cruise climbs

Dalmau, Ramon; Prats, Xavier

doi:10.1016/j.trd.2014.11.019

Cited by 58 publications

(22 citation statements)

References 10 publications

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“…The International Standard Atmosphere model was used to calculate lift force L, and the drag force can also be calculated by the function of v and h in Equation (15). Other parameters can be obtained from the Base of Aircraft Data (BADA) [31].…”

Section: Flight Dynamic Model On Vertical Planementioning

confidence: 99%

Cruise Flight Performance Optimization for Minimizing Green Direct Operating Cost

Tian

Wan

et al. 2019

Sustainability

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To cope with the environmental impact of aviation and pollution problems in the future, airlines need to assess environmental impacts and offer countermeasures in advance. In order to measure the influence of environment on the airlines’ operational costs, this paper establishes an aircraft green direct operating cost (GDOC) model to quantify adverse environmental effects, such as air pollution and greenhouse effects, into the direct operating cost (DOC). Furthermore, fuel consumption, flight time, and distance in the cruising stage account for about 80% of the entire flight mission, and optimizing cruise flight performance can contribute greatly to reduce GDOC. Therefore, this paper sets up an optimal control model to minimize GDOC, establishes a discrete time dynamic system for optimizing the cruise altitude and speed profiles, and searches the optimal results by using dynamic programming. Besides, as meteorological conditions affect aircraft aerodynamics, fuel flow rate, contrail formation, and so on, this paper analyzes meteorological uncertainty by using historic meteorological data. Finally, a route is selected as an example, and the rationality of the optimal results is proven by comparing GDOC with DOC. The results and discussion of the numerical test also show that environmental effects on aircraft operation can be reduced significantly by adopting GDOC as the optimization objective, especially the contrail cost, and the step-climb cruise mode can further reduce GDOC effectively.

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Section: Flight Dynamic Model On Vertical Planementioning

confidence: 99%

Cruise Flight Performance Optimization for Minimizing Green Direct Operating Cost

Tian

Wan

et al. 2019

Sustainability

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“…This means that aircraft attitude (pitch angle) will not be used, and the task can be further simplified by adopting a two-dimensional point-mass model with two DOF (velocity and flight-path angle) [19]. This approach is often used when referring to aircraft scheduling problems [20,21].…”

Section: Aircraft Point-mass Modelmentioning

confidence: 99%

“…In this paper, it was assumed that well before the TOD, each aircraft computes its own preferred trajectory onboard. This is done on the basis of a cost index, which reflects the relative importance of the cost of time with respect to fuel costs [21,23]. From this trajectory, the expected time of arrival (ETA) at a certain metering fix, ETA p , can be determined.…”

Section: B Aircraft Scheduling Problem Statementmentioning

confidence: 99%

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Fuel-Efficient Trajectories Traffic Synchronization

Pawełek¹,

Lichota²,

Dalmau³

et al. 2019

Journal of Aircraft

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“…An optimal vertical flight profile for a turbojet aircraft, in terms of flight efficiency, consists of a continuous climb up to reaching an optimal altitude and speed. Then, as long as the weight of the aircraft decreases (due to fuel burnt), climb continues at a much lower rate of climb (ROC) until a continuous descent at idle thrust can be initiated [1,2,3,4]. In previous works [5,3], the authors computed the benefits of such continuous cruise climbs for maximum range operations (i.e.…”

Section: Introductionmentioning

confidence: 99%

Assessing the impact of relaxing cruise operations with a reduction of the minimum rate of climb and/or step climb heights

Dalmau¹,

Prats²

2017

Aerospace Science and Technology

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A compromise solution to increase flight efficiency in cruise, but without penalising capacity (or even safety), would be perhaps to remove (or relax) the minimum rate of climb (ROC) constraint and/or to reduce the height of the step climbs in cruise. In this paper, the benefits (in terms of total operating costs) and the associated impact on the air traffic management (ATM) of such “relaxed cruise” operations are quantified for a representative medium-haul aircraft under different scenarios, by means of an in-house trajectory optimisation software. Results show that by reducing the minimum ROC from 500 to 300 ftmin-1, whilst keeping the step climb height according to current reduced vertical separation minima (RVSM) standard would give a good compromise between cost savings and impact on the ATM.Peer ReviewedPostprint (published version

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Fuel and time savings by flying continuous cruise climbs

Cited by 58 publications

References 10 publications

Cruise Flight Performance Optimization for Minimizing Green Direct Operating Cost

Cruise Flight Performance Optimization for Minimizing Green Direct Operating Cost

Fuel-Efficient Trajectories Traffic Synchronization

Assessing the impact of relaxing cruise operations with a reduction of the minimum rate of climb and/or step climb heights

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