Multi-objective optimisation of aircraft departure trajectories

Zhang, Mengying; Filippone, Antonio; Bojdo, Nicholas

doi:10.1016/j.ast.2018.05.032

Cited by 27 publications

(15 citation statements)

References 35 publications

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“…EAs use populations of solutions, in combination with variation and selection operators, to increase the mean fitness of the population over several generations [25,26]. Various engineering design problems have been approached with EAs, from the domains of energy and transport networks [27,28], to task scheduling [29,30] and aerospace [31][32][33][34][35]. Most real-world engineering optimization applications are of a constraint, multi-objective nature, and EAs should establish a set of Paretodominant solutions, which approximate the true front accurately in a region of interest to a decision maker.…”

Section: Fqi Design Problem Descriptionmentioning

confidence: 99%

Rapid design of aircraft fuel quantity indication systems via multi-objective evolutionary algorithms

Judt¹,

Lawson²,

Heerden³

2021

ICA

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The design of electrical, mechanical and fluid systems on aircraft is becoming increasingly integrated with the aircraft structure definition process. An example is the aircraft fuel quantity indication (FQI) system, of which the design is strongly dependent on the tank geometry definition. Flexible FQI design methods are therefore desirable to swiftly assess system-level impact due to aircraft level changes. For this purpose, a genetic algorithm with a two-stage fitness assignment and FQI specific crossover procedure is proposed (FQI-GA). It can handle multiple measurement accuracy constraints, is coupled to a parametric definition of the wing tank geometry and is tested with two performance objectives. A range of crossover procedures of comparable node placement problems were tested for FQI-GA. Results show that the combinatorial nature of the probe architecture and accuracy constraints require a probe set selection mechanism before any crossover process. A case study, using approximated Airbus A320 requirements and tank geometry, is conducted and shows good agreement with the probe position results obtained with the FQI-GA. For the objectives of accessibility and probe mass, the Pareto front is linear, with little variation in mass. The case study confirms that the FQI-GA method can incorporate complex requirements and that designers can employ it to swiftly investigate FQI probe layouts and trade-offs.

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Section: Fqi Design Problem Descriptionmentioning

confidence: 99%

Rapid design of aircraft fuel quantity indication systems via multi-objective evolutionary algorithms

Judt¹,

Lawson²,

Heerden³

2021

ICA

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“…Several studies have attempted to perform some variation of this optimization problem (14)(15)(16)(17)(18)(19)(20). Typical noise metrics considered are maximum noise levels (L max ) at sensitive locations, expected number of nighttime awakenings, global annoyance metrics, and aggregated metrics such as SEL and day-night averaged sound level (DNL).…”

Section: Literature Reviewmentioning

confidence: 99%

Optimization of Takeoff Departure Procedures for Airport Noise Mitigation

Behere

Mavris

2021

Transportation Research Record: Journal of the Transportation R

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The environmental effects of aviation, particularly community noise exposure, is one of the major barriers to a sustainable growth in passenger air traffic. With an increasing number of aircraft operations and growing urban population, several major airports around the world have implemented various noise mitigation strategies. One such mitigation strategy is to optimize the departure procedures utilized by aircraft for performing takeoff operations. Present-day noise abatement departure procedures are developed by airlines under the guidance of the International Civil Aviation Organization and regulatory entities such as the Federal Aviation Administration. These procedures are generally limited to two per aircraft type and are therefore developed for averaged flight conditions. A generic methodology has been developed here which accounts for external parameters, such as the elevation and weather conditions at the departure airport, and aims to design optimal departure procedures per set of external conditions. By retaining these variables in the procedure design process, their influence on various metrics of interest can be studied. A case study is performed using three different airports each at a standard day and a hot day weather condition. Noise metrics are evaluated at four locations relative to the runway. Fuel consumption is also calculated to account for airline operating costs. The results show that the optimality of a procedure is sensitive on both external factors, as well as metrics being evaluated. While some noise metrics require a tradeoff with fuel consumption over a set of pareto optimal solutions, at certain locations, the two are optimized simultaneously by a single procedure.

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“…It is recalled in this instance that flight trajectories are calculated iteratively on the basis of required range, payload, atmospheric conditions and other external factors. In the converged solution a near-optimal climb-out trajectory to the initial cruise altitude is generated following a straight path (in absence of navigation constraints), although in practice departures and arrivals can be optimised for minimum environmental effect 16 . In fact, the aircraft is flown over a great-circle trajectory using the conventional climb schedule.…”

Section: Flight Performance Modelmentioning

confidence: 99%

Aircraft engine dust ingestion following sand storms

Bojdo

Filippone

Parkes

et al. 2020

Aerospace Science and Technology

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Commercial aircraft operating in some regions of the world are subject to harsh atmospheric conditions that can affect the efficiency and integrity of modern aero-engines. Conditions that are investigated in this contribution are dusty atmospheres following sand storms. Specifically, the dust ingested by the engines of an Airbus A380-841 (Rolls-Royce Trent 900) operating out of Doha airport (IATA: HIA) is estimated by simulating climb-out trajectories over three separate calendar months during which a number of sand storms have been identified. The atmosphere model incorporates dust concentration hind-casts from the European Centre for Medium-Range Weather Forecasts (ECMWF) near real-time Copernicus Atmosphere Monitoring Service database. A total of 365 flights were considered. The average dust mass ingested into the engine core per flight is estimated as ∼8.5 g. Using a compressor fouling prediction model, the dust ingestion reduces the asymptotic deterioration rate time constant by a factor ∼8. The worst dust storm within the time frame considered is selected for further examination. This flight is flagged as a dust-flight, during which the total mass of dust ingested into the engine core exceeds the monthly mean by two standard deviations. A peak dust ingestion rate of 22 mg/s occurs shortly after take-off, midway through the first climb segment. A second peak presents as the aircraft transitions into the climb from 3,000 feet to 10,000 feet. Finally, the dust ingested during a 20-minute holding pattern over the Persian Gulf is estimated as ∼8g, which is approximately the same as the dust ingested during climb-out on a very dusty day. The results suggest that a mission-based approach may be more useful for determining aircraft engine durability in dusty environments.

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Multi-objective optimisation of aircraft departure trajectories

Cited by 27 publications

References 35 publications

Rapid design of aircraft fuel quantity indication systems via multi-objective evolutionary algorithms

Rapid design of aircraft fuel quantity indication systems via multi-objective evolutionary algorithms

Optimization of Takeoff Departure Procedures for Airport Noise Mitigation

Aircraft engine dust ingestion following sand storms

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