Human Factors Implications of Continuous Descent Approach Procedures for Noise Abatement

Reynolds, Hayley J. Davison; Hansman, R. John; Reynolds, Tom

doi:10.2514/atcq.14.1.25

Cited by 14 publications

(13 citation statements)

References 5 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…The results shows that the methodology generates 64 possible solutions (dynamic CDA routes) from IAF to FAF in the transition airspace, of which 5 solutions were non-dominated. Dynamic CDA approach shows a reduction of 14.96% in noise, 11.6% reduction in emission and 1.5% reduction in fuel burn when compared to a standard CDA trajectory.…”

Section: Introductionmentioning

confidence: 90%

A dynamic continuous descent approach methodology for low noise and emission

Alam

Nguyen

Abbass

et al. 2010

29th Digital Avionics Systems Conference

View full text Add to dashboard Cite

Continuous Descent Approaches (CDAs) can significantly reduce fuel burn and noise impact by keeping arriving aircraft at their cruise altitude for longer than during conventional approaches(to descend as late as possible)and then having them make a continuous descent to the runway at near idle thrust with no level flight segments. The CDA procedures are fixed routes that are vertically optimized. With the changing traffic conditions and variable noise abatement rules the benefits of CDA operations are not yet fully realized.In this paper we propose a methodology to generate aircraft-specific dynamic CDA routes that are both laterally and vertically optimized on given objectives (noise, emission and fuel) from an Initial Approach Fix (IAF) to Final Approach Fix (FAF). The methodology utilizes real-time aircraft position and defined objectives to generate CDA routes which can then be converted into a set of artificial waypoints for continuous descent in transition airspace. The methodology involves discretizing the terminal airspace into concentric cylinders with artificial waypoints and uses enumeration and elimination (based on aircraft performance envelope) from one waypoint to other to identify all the possible routes. For each transition a variety of metrics including noise, emission and fuel burn are computed. From the resulting set of possible CDA routes, those routes are identified that represent the best trade-off on the given objectives. One of these routes is then used to dynamically update the flight route for executing the CDA procedure.For noise we used The Overall Sound Pressure Level (OPSL) and for emissions we used four pollutants , , 2 and . The dynamic CDA algorithm is implemented in a high-fidelity simulator ATOMS for Sydney Terminal Area with 34L as arrival runway for a Melbourne-Sydney flight (B737-400 aircraft, CFM56-3C-1 engines with a nominal weight of 58000 kg). The dynamic CDA routes are then compared on noise, emission and fuel burn with same flight conducting a typical CDA procedure (MANFA ONE Arrival) at the Sydney airport. The results shows that the methodology generates 64 possible solutions (dynamic CDA routes) from IAF to FAF in the transition airspace, of which 5 solutions were non-dominated. Dynamic CDA approach shows a reduction of 14.96% in noise, 11.6% reduction in emission and 1.5% reduction in fuel burn when compared to a standard CDA trajectory.The paper also investigates the throughput capacity of transition airspace for multiple flights performing CDA operation. The methodology incorporates a delay algorithm which uses the flights' estimated time of arrival (ETA) at the IAF and then allocates them a conflict free CDA route by searching through available routes. The approach takes into account the aircraft category and corresponding time occupancy at each artificial waypoint of the proposed CDA routes and propagate delays back when conflict exists.

show abstract

Section: Introductionmentioning

confidence: 90%

A dynamic continuous descent approach methodology for low noise and emission

Alam

Nguyen

Abbass

et al. 2010

29th Digital Avionics Systems Conference

View full text Add to dashboard Cite

show abstract

“…However, these procedures are not in use everywhere because effective implementation may be difficult since aircraft require special equipment and can have a negative impact on the airspace throughput and controller workload (Jackson, 2009;Reynolds et al, 2005). ATC lacks the required ground automation to provide separation assurance services during CDA operations.…”

Section: Operational Procedures For Avoiding Aircraft Noisementioning

confidence: 99%

A review of the impact of noise restrictions at airports

Rodríguez-Díaz

Adenso‐Díaz

González-Torre

2017

Transportation Research Part D: Transport and Environment

View full text Add to dashboard Cite

One of the biggest obstacles to the building of new airports and expanding runway capacity is environmental concerns, especially noise. In this paper, we review what has been previously studied in the literature concerning the noise reduction problem around airports from the Air Traffic Control (ATC) perspective. In order to facilitate the knowledge of the current situation, a regulation summary from the USA and EU is provided. We mainly focus our research on operational procedures, since they are one of the easiest improvements nowadays for reducing the impact of noise around airports.Moreover, the paper sums up the modelling, monitoring and simulation tools related to noise at airports proposed in the literature. Finally, special care is taken to review the optimization tools, the objective of which is to take into account the noise problem in order to help, or propose alternatives, to reduce its impact from airport operations.

show abstract

“…Research with actual controllers has shown that humans perform rather poorly in estimating separation in such scenarios (Reynolds et al, 2005). Furthermore, it is likely that approach routes merge within a distance of 22nm from the runway threshold.…”

Section: Controller Prediction Accuracy In Tddamentioning

confidence: 99%

“…By mentally predicting the trajectories of the aircraft on the screen, the controllers can anticipate on the future spacing and select the appropriate actions to adjust spacing if necessary. The certainty of predicting the aircraft future positions depends on the skill of the controller, the behaviour of the aircraft involved and the length of the interval over which the prediction is made (Reynolds et al, 2005).…”

Section: Atc In Cda Proceduresmentioning

confidence: 99%