Stochastic and Dynamic Optimization of Area Navigation Noise Abatement Arrival and Approach Procedures

The effects of flap extension time on the fuel burn of commercial aircraft

“…However, this procedure may introduce an earlier deceleration in which an aircraft is able to use high-lift devices, such as flaps and spoilers, which increase the drag of the aircraft and lead to an increase in engine thrust and hence result in higher fuel consumption in the approach phase. This can be avoided by applying different optimized profile descent (OPD) procedures which aim to minimize fuel burn (FB), emissions and noise impacts (Chen and Solak, 2015; Chen and Solak, 2016; Kuenz et al , 2007; Thomas and Hansman, 2019; Albarran et al , 2018; Kendall and Clarke, 2018) by maintaining the trajectory of the aircraft as close as possible to the optimal vertical and speed profiles during climb, approach and landing. For instance, continuous descent approaches (CDAs) (Clarke et al , 2004; Errico and Vito, 2017; Oliveira and Büskens, 2012; Sahin et al , 2018; Jin et al , 2013; Cao et al , 2014; Dalmau and Prats, 2017) which allow aircraft to remain at higher altitudes for longer at idle or near idle thrust until reaching the runway, and also delayed deceleration approaches (DDAs) (Sandberg et al , 2016; Evans, 2016; Reynolds, 2014; Rodriguez et al , 2013), which permit aircraft to maintain higher speed for longer during the initial stages of the approach are considered to be OPD procedures.…”