The Trajectory Synthesizer Generalized Profile Interface

Lee, Alan G.; Bouyssounouse, Xavier; Murphy, James R.

doi:10.2514/6.2010-9138

Cited by 10 publications

(5 citation statements)

References 15 publications

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“…More detail can be found in a previously published document. 11 The GenProf description language uses a building block approach to provide flexibility. Each vertical segment contains a target constraint, which can be an altitude, a speed, a time, or a path distance.…”

Section: Iia Genprof Interfacementioning

confidence: 99%

Modeling of Complex and Diverse Aircraft Trajectories with the Trajectory Synthesizer Generalized Profile Interface

Lee

Abramson

2015

AIAA Modeling and Simulation Technologies Conference

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A flexible interface for prescribing complex and diverse aircraft trajectories called GenProf was developed and tested on the Center TRACON Automation System (CTAS) software research platform. This interface models various pilot procedures, supports common flight constraints imposed by air traffic control, and allows the building of trajectories in accordance with new flight procedures. In addition to serving trajectory generation for air traffic management decision support tools and concepts, the GenProf methodology has enabled a variety of research and validation tasks to be performed. This paper describes the interface and details these applications.

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Section: Iia Genprof Interfacementioning

confidence: 99%

Modeling of Complex and Diverse Aircraft Trajectories with the Trajectory Synthesizer Generalized Profile Interface

Lee

Abramson

2015

AIAA Modeling and Simulation Technologies Conference

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“…The Trajectory Synthesizer (TS) component 30,31 of the Center-TRACON Automation System (CTAS) 32 was used to compute trajectories and their fuel burn and planned speedbrake usage. While a detailed performance model of small jet types would have been desirable, one was not available.…”

Section: Vic Aircraft Modelingmentioning

confidence: 99%

Strategies for Choosing Descent Flight-Path Angles for Small Jets

Green

2015

Journal of Aircraft

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A standard descent procedure with a fixed flight-path-angle (FPA) is proposed to improve trajectory predictability for arriving small jets in the transition airspace into congested terminal area. Three candidate strategies for selecting fuel-efficient and flyable descent FPAs are proposed. The three strategies vary in operational complexity and fuel-burn merits. To mitigate variation of wind among flights, the two simpler strategies are adapted to airport, directions of arrival, and time. Three major US airports with different degrees of wind variation and disparate arrival traffic flows are analyzed. Results show that, when compared to the simple Airport-Static adaptation, the finest adaptation of the simpler strategies recover up to 50%-75% of the extra fuel burn relative to the minimum-fuel strategy. Wind variation, descent altitude restrictions, arrival directions, and fleet composition all affect the fuel efficiency of the simple strategies. Trade-offs between fuel burn and planned speed brake usage in the choice of the FPA are discussed. Fuel efficiency of simple strategies for the entire national airspace in the United States is estimated. Considerations and implications for air navigation service providers are discussed.

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“…The Trajectory Synthesizer (TS) component 22,23 of the Center-TRACON Automation System (CTAS) 24 was used to compute the trajectories and their associated fuel burn and planned speed-brake usage. While a detailed performance model of small jet types would have been desirable, one was not available.…”

Section: Vc Aircraft Modelingmentioning

confidence: 99%

Strategies for Choosing Descent Flight-Path Angles for Small Jets

Green

2012

AIAA Guidance, Navigation, and Control Conference

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Three candidate strategies for choosing the descent flight path angle (FPA) for small jets are proposed, analyzed, and compared for fuel efficiency under arrival metering conditions. The strategies vary in operational complexity from a universally fixed FPA, or FPA function that varies with descent speed for improved fuel efficiency, to the minimum-fuel FPA computed for each flight based on winds, route, and speed profile. Methodologies for selecting the parameter for the first two strategies are described. The differences in fuel burn are analyzed over a year's worth of arrival traffic and atmospheric conditions recorded for the Dallas/Fort Worth (DFW) Airport during 2011. The results show that the universally fixed FPA strategy (same FPA for all flights, all year) burns on average 26 lbs more fuel per flight as compared to the minimum-fuel solution. This FPA is adapted to the arrival gate (direction of entry to the terminal) and various timespans (season, month and day) to improve fuel efficiency. Compared to a typical FPA of approximately 3• , the adapted FPAs vary significantly, up to 1.3• from one arrival gate to another or up to 1.4• from one day to another. Adapting the universally fixed FPA strategy to the arrival gate or to each day reduces the extra fuel burn relative to the minimum-fuel solution by 27% and 34%, respectively. The adaptations to gate and time combined shows up to 57% reduction of the extra fuel burn. The second strategy, an FPA function, contributes a 17% reduction in the 26 lbs of extra fuel burn over the universally fixed FPA strategy. Compared to the corresponding adaptations of the universally fixed FPA, adaptations of the FPA function reduce the extra fuel burn anywhere from 15-23% depending on the extent of adaptation. The combined effect of the FPA function strategy with both directional and temporal adaptation recovers 67% of the extra fuel relative to the minimum-fuel solution.

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The Trajectory Synthesizer Generalized Profile Interface

Cited by 10 publications

References 15 publications

Modeling of Complex and Diverse Aircraft Trajectories with the Trajectory Synthesizer Generalized Profile Interface

Modeling of Complex and Diverse Aircraft Trajectories with the Trajectory Synthesizer Generalized Profile Interface

Strategies for Choosing Descent Flight-Path Angles for Small Jets

Strategies for Choosing Descent Flight-Path Angles for Small Jets

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