Towards a common analysis of vertical flight efficiency

Peeters, Sam; Koelman, Hartmut; Koelle, Rainer; Galaviz-Schomisch, Ruth; Gulding, John; Meekma, Marc

doi:10.1109/icnsurv.2016.7486368

Cited by 6 publications

(2 citation statements)

References 1 publication

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“…In 2016, Peeters et al used the same metrics as [11,12,14], but suggest higher sample rates of trajectory tracking. Peeters et al improved the identification of level flights, the Top of Climb (TOC), and the Top of Descent (TOD), to better describe the vertical trajectory profile and developed metrics for the vertical flight performance measurement [15]. Another possibility to identify optimal cruising altitudes is applied by Pasutto et al [16].…”

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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Section: State Of the Artmentioning

confidence: 99%

Factors Impacting Chinese and European Vertical Fight Efficiency

et al. 2022

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“…There have been several studies which give information concerning the metrics and methodology used to evaluate the flight efficiency of arrival and departure operations (9-17) . Dorfman et al (12) describe a methodology and identify metrics for the National Airspace System (NAS-Wide) vertical profile analysis.…”

Section: Introductionmentioning

confidence: 99%

Effect of vertical profile inefficiency during descent on fuel burn, emissions and flight time

2018

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Vertical profile inefficiency caused by low-level flight segments during arrival and departure operations has a great impact on the financial cost of operators as well as negative environmental effects. In this regard, continuous descent and climb operations for arrival and departure phases are mostly preferred as one of the methods that reduce or eliminate vertical profile inefficiencies. In this study, focus is put on the arrival phase and the purpose is: (i) to analyse the vertical profiles of arrival traffic at Mugla Milas-Bodrum Airport (BJV), Antalya Airport (AYT) and Ankara Esenboga Airport (ESB) and to characterise the level-offs that occur in the arrival phase and (ii) to quantify the potential time, fuel and emission savings in the event of a shift of inefficient low-level flight segments to the cruise segment of equal distance. For the purpose of this paper, real-time flight data is used for the analysis of the vertical profiles of flights. Flight parameters, such as latitude, longitude, altitude, speed and so on are used to determine, visualise and characterise level-off segments. The Boeing Fuel Flow Method 2 is used to calculate emissions at any altitude. Analyses of the results show that 80%, 74% and 69% of arrival traffic at BJV, AYT and ESB, respectively. were exposed to at least one level-off lasting longer than 20 seconds and significant potential for time, fuel and emissions savings exist for three airports.

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Estimating fuel consumption from radar tracks: a validation exercise using FDR and radar tracks from descent trajectories

et al. 2020

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Fuel consumption is one of the major considerations for both the impact of aviation in the environment and the cost of operations. This paper assesses the accuracy of a method capable of producing aircraft fuel estimates based on their 4D trajectory and the weather forecast. Fuel consumption estimates generated for 2448 descents are compared with the flight data recorder (FDR) values provided by the airline. Fuel consumption is estimated by taking the 4D trajectory from two different sources: the FDR system itself and surveillance radar tracks. In both cases, the Base of Aircraft Data (BADA) and a model that fits manufacturers' performance data to polynomial functions are used to represent aircraft performance. Results obtained with the later show that fuel usage could be estimated with an accuracy of 16 kg (4.8%) by using the 4D trajectory as reported by the FDR system and 28 kg (7.8%) by using surveillance radar observations. It is also observed that the BADA 3.6 model underestimates the fuel consumption, illustrating the need for an improved performance model in the terminal manoeuvring area.

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Towards a common analysis of vertical flight efficiency

Cited by 6 publications

References 1 publication

Factors Impacting Chinese and European Vertical Fight Efficiency

Factors Impacting Chinese and European Vertical Fight Efficiency

Effect of vertical profile inefficiency during descent on fuel burn, emissions and flight time

Estimating fuel consumption from radar tracks: a validation exercise using FDR and radar tracks from descent trajectories

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