Presentation of three methods results comparison for Vertical Navigation VNAV trajectory optimization for the Flight Management System FMS

Beulze, Benoit; Dancila, Bogdan Dumitru; Botez, Ruxandra Mihaela; Bottollier-Lemallaz, Samy; Herda, Soufiane

doi:10.2514/6.2015-2597

Cited by 6 publications

(5 citation statements)

References 13 publications

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“…These results are consistent with the findings of the preliminary phases of the investigation. 58,59 The Matlab code corresponding to the two algorithm implementations was executed on a Windows 7, AMD Phenom(tm) II X4, 2.80 GHz platform. The minimum, maximum, and mean execution times for the set of 48 test cases, corresponding to each of the two algorithm implementations (''A'' and ''B''), are presented in Table 6.…”

Section: Resultsmentioning

confidence: 99%

“…The method presented here is part of the authors' efforts to address this limitation by researching new methods capable of geometrically constructing an optimal vertical flight plan 58,59 minimizing the number of vertical plan' segments, and thus the number of flight path angles (slopes). Also, the proposed method aims to reduce the computation workload by eliminating the need for repetitive aircraft performance model-based calculations.…”

Section: Introductionmentioning

confidence: 99%

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Flight phase and altitude-dependent geometrical vertical flight plan optimization minimizing the total number of vertical plan segments

Dancila

Beulze

Botez

2019

Proceedings of the Institution of Mechanical Engineers, Part G:

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This paper presents a new method for the geometrical construction of an optimal vertical flight plan associated to a provided lateral flight plan defined as a succession of waypoints characterized by their along-the-track distance relative to the first waypoint and their constraints. The principal objective of the proposed method is the minimization of the total number of vertical flight plan segments, whose slope values closest match the values set for their corresponding flight phase and altitude. The main advantage of the proposed method is that it constructs the optimized vertical flight plan employing faster—and less-intensive computations than methods based solely on aircraft performance models. Also, the proposed algorithm has the advantage of generating ground-fixed predicted vertical flight plans which, when flown, are less sensitive to varying wind conditions, thus, smaller trajectory deviations than those computed using solely the model-based algorithms. Two implementations corresponding to different trade-offs between conflicting preferred gradient and minimal segment length constraints were compared. The results show that a vertical flight path segment’s construction and resulting configuration is dependent on the configuration of the vertical flight plan segments that precede it. The results also show that for a majority of the test cases, the resulting flight plans computed using the two implementations were identical. Moreover, even when the flight plans were not completely identical, many of the corresponding segments were identical.

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Section: Resultsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Flight phase and altitude-dependent geometrical vertical flight plan optimization minimizing the total number of vertical plan segments

Dancila

Beulze

Botez

2019

Proceedings of the Institution of Mechanical Engineers, Part G:

Self Cite

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“…However, methods for estimating a minimum-fuel trajectory are manifold. Besides applications of vertical optimizations in the aircraft Flight Management System (FMS) itself [19], commercial products, such as Lufthansa's Lido Flight 4D, Nexteon's FPO-SR, the Pacelab Flight Profile Optimizer, or Jeppesen's Air Traffic Simulator (TAAM), have been developed and are used on a daily basis for flight planning and rerouting due to hazardous weather conditions and support for diversions [20,21]. Those technologies are rarely used for ordinary trajectory optimization because the operator selects an airline-specific cost index (i.e., the weighting between fuel and time costs), which results in an optimum 4-D trajectory.…”

Section: State Of the Artmentioning

confidence: 99%

Factors Impacting Chinese and European Vertical Fight Efficiency

et al. 2022

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Increasing complexity due to a constantly growing number of target functions turns air traffic trajectory optimization into a multidimensional and nonlinear task that in turn necessitates a focus on the case-sensitive most important criteria. The criteria vary by continent and involve operational, economic, environmental, political, and social concerns. Furthermore, the requirements may alter for a single flight along its journey since air traffic is a transcontinental, segment-wise differently affected transportation mode. Tracked flight data allow for the observation and evaluation of large numbers of flights, as well as the extraction of criteria relevant to flight efficiency and to derive optimization strategies to improve it. In this study, flight track data of China and Europe were compared toward flight efficiency. We found major disparities in both continents’ routing structures. Historical ADS-B data considered to be reference trajectories were assessed for flight efficiency while putting a dedicated focus on the vertical profile. Criteria to optimize vertical flight efficiency (VFE) were derived. Based on the findings, suggestions for improvement towards trajectories with minimum fuel are formulated. Different optimization strategies were tested to identify important input variables and, if possible, to determine differences between operation in China and in Europe. On average and in both regions, the influence of weather (e.g., wind speed and wind direction) exceeds the influence of aerodynamics (aircraft type, mass), as the weather-optimized vertical profile more often results in minimum fuel consumption than the aerodynamically optimized trajectory. Atmospheric conditions, network requirements, aircraft types and flight planning procedures are similar in China and Europe and only have a minor impact on flight efficiency during the cruise phase. In a multi-criteria trajectory optimization of the extracted reference trajectories considering the weather, operational constraints and prohibited areas, we found that in China, on average, just under 13% fuel could be saved through optimal vertical and horizontal routing. In Europe, the figure is a good 10%. Furthermore, we calculated a fuel-saving potential of 8% in China and 3% in Europe through vertical adjustments of the trajectory alone. The resultant reference trajectories will be used for further analysis to increase the efficiency of continental air traffic flows.

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“…The flight envelope is defined in this paper by a maximum number of flight tests covering it. These kinds of models can then be used to optimise flight trajectories (2)(3)(4)(5)(6)(7)(8)(9)(10)(11)(12)(13)(14)(15)(16) , to save fuel, time and money. According to Suraweera (17) , component level modelling (CLM) plays a fundamental role in engine modelling.…”

Section: Introductionmentioning

confidence: 99%

Cessna Citation X simulation turbofan modelling: identification and identified model validation using simulated flight tests

Botez¹,

Bardela²,

Bournisien³

2019

Aeronaut. j.

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The aviation industry relies on accurate models. These models are used to predict an aircraft system’s outputs, and thus allow an understanding of the parameters involved, which could lead to system improvements. This study focuses on the engine modelling of an aircraft, and on its experimental validation using the Cessna Citation X Research Aircraft Simulator designed by CAE Inc., equipped with a level D Flight Dynamics toolbox. Level D is the highest rank attributed by the Federal Aviation Administration FAA certification authorities for flight dynamics. The proposed model aims to predict the thrust and the fuel consumption for various altitudes, Mach numbers and throttle lever angles (TLA). Different generic static models, which correspond to their steady state, from the literature, were used in this study; however, most of them were validated under restricted hypotheses. An optimisation algorithm was used in order to tune the static model parameters with the set of identification flight test data. Another set of data was then used in order to validate the identified model. Furthermore, a dynamic model corresponding to the transient operations was identified. TLA steps, impulses and ramp perturbations were performed in order to identify the system response, and to validate system dynamic model with other flight tests than the identification tests.

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Presentation of three methods results comparison for Vertical Navigation VNAV trajectory optimization for the Flight Management System FMS

Cited by 6 publications

References 13 publications

Flight phase and altitude-dependent geometrical vertical flight plan optimization minimizing the total number of vertical plan segments

Flight phase and altitude-dependent geometrical vertical flight plan optimization minimizing the total number of vertical plan segments

Factors Impacting Chinese and European Vertical Fight Efficiency

Cessna Citation X simulation turbofan modelling: identification and identified model validation using simulated flight tests

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