delft university of technology – erasmus university rotterdam university of twente – radboud...
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Delft University of Technology – Erasmus University Rotterdam University of Twente – Radboud University Nijmegen
University of Groningen – Eindhoven University of Technology
Three-Degree Decelerating Approaches in Arrival Streams
Arjen de Leege, M.Sc.TU-Delft – Faculty of Aerospace Engineering
TRAILCongress
2008
www.rstrail.nl
Environmental impact & fuel burn
• Aircraft noise and emissions are becoming limiting factors for the growth of aviation
• Airlines focus on fuel-efficiency
TRAILCongress
2008
www.rstrail.nl
Along Track Distance
Alt
itude
Top of Descent
Runway
CDA
Area of noise benefit
• No level segments, vertical profile higher• Lower engine thrust, mostly idle thrust
Continuous Descent Approach
• The CDA is a cost effective mean to reduce the environmental impact and fuel burn during approach
TRAILCongress
2008
www.rstrail.nl
CDAs & Runway Capacity
Time
Dis
tan
ce t
o t
he
Runw
ay
ΔT
ΔT CDA
separation
Step-wiseCDA
?
• Deceleration is a function of aircraft performance, weather, and the pilot
• ATCos apply larger separation buffers to ensure separation
• Runway capacity problems limit the use of CDAs
TRAILCongress
2008
www.rstrail.nl
Self-Spacing
• A possible solution for the runway capacity problem
• Transfer of the spacing task from the ATCo to the pilot
• Maneuverability during a CDA is driven by aircraft performance, weather, and pilot control strategy
• This information is more readily available in the cockpit rather than on the ground
TRAILCongress
2008
www.rstrail.nl
Self-Spacing Concepts
AC1
AC2
AC3AC1 manages separation
between AC1 and AC2
AC2 manages separation between AC2 and AC3
Along Track Distance
Alt
itude
Distance-Based
AC1
AC2
AC3
Along Track Distance
Alt
itude
Time-Based
Estimated = Required
TRAILCongress
2008
www.rstrail.nl
TDDA Trajectory
April 18, 2023
Along Track Distance
Along Track Distance
IA
S A
ltit
ude
Idle Thrust
TCB Altitude
VAPP
Reference Altitude
Normal Approach
DecelerationFlap & Gear Extension
Intercept 30 flight path to RWY
TRAILCongress
2008
www.rstrail.nl
TDDA Goals
April 18, 20238
Along Track Distance
Along Track Distance
IA
SA
ltit
ude
Separation Goal
Min Sep. = Min Safe Sep.
V = Vref
TRAILCongress
2008
www.rstrail.nl
TDDA Control Space Continued
April 18, 2023
0510152025
0
50
100
150
200
250
300
350
400
Distance to THR [nm]
Tim
e [
s]
01000200030004000500060007000140
160
180
200
220
240
260
Altitude [ft]
IAS [
kts]
TRAILCongress
2008
www.rstrail.nl
Initial Separation (1)
April 18, 2023
0 100 200 300 400 5000
5
10
15
20
25
30
Time [s]
Dis
tance
to T
HR
[nm
]Initial Separation: 112 - 138s or 8.3 - 10nm
Lead TrajectorySeparation BoundaryOwn Slow TrajectoryOwn Fast Trajectory
TRAILCongress
2008
www.rstrail.nl
Initial Separation (2)
April 18, 2023
0510152025
0
50
100
150
200
250
300
350
400
450
Distance to THR [nm]
Tim
e [
s]
Lead Trajectory
Control Space BoundarySeparation Boundary
TRAILCongress
2008
www.rstrail.nl
Simulate Arrival Streams of Aircraft Flying the TDDA
April 18, 2023
• Fast time TDDA simulation tool
• Distance-based and time-based self-spacing
• Simulate arrival streams of 8 aircraft
• 5 aircraft types, different mass, pilot response delays, and actual wind conditions
• Aircraft initially positioned the middle of their control space
TRAILCongress
2008
www.rstrail.nl
Runway Capacity
April 18, 2023
13
Capaci
ty [
AC
/H]
55
50
45
40
35
30
25
Arrival Streams
400 300 200 100
Capacity
[AC
/H]
55
50
45
40
35
30
25
Arrival streams
4003002001000
Self-SpacingDistance-BasedTime-Based
Self-Spacing Descriptive [AC/H]Mean Median Std. Min Max Range
Time-Based 35.7 35.3 3.3 26.7 49.7 23.0Distance-Based 39.2 38.8 3.6 30.9 53.3 22.3
TRAILCongress
2008
www.rstrail.nl
Runway Capacity
April 18, 2023
2
2
k
allowedik
actuali
SPF
S
actual allowedS S
• Comparison with conventional approach procedure required
• Simulation of conventional procedure not available• Make estimate using ‘packing factor’
• Theoretical maximum PF = 1• Distance-based: PF = 0.90• Time-based: PF = 0.81
TRAILCongress
2008
www.rstrail.nl
Conclusions
• Runway capacity problems limit the use of CDAs
• Transfer of spacing task from the ATCo to the pilot is a possible solution
• The TDDA is a CDA that gives the pilot control over the descent path to perform the spacing task
• Initial separation is crucial for aircraft to be able to fly a CDA in an arrival stream
• Fast-time simulations showed that the runway capacity is sustained when flying the TDDAs in a distance-based self-spacing environment
Delft University of Technology – Erasmus University Rotterdam University of Twente – Radboud University Nijmegen
University of Groningen – Eindhoven University of Technology
Three-Degree Decelerating Approaches in Arrival Streams
Arjen de Leege, M.Sc.TU-Delft – Faculty of Aerospace Engineering
TRAILCongress
2008
www.rstrail.nl
TRAILCongress
2008
www.rstrail.nl
TRAILCongress
2008
www.rstrail.nl
TDDA Scheduling & Optimization
April 18, 2023
Along Track Distance
Along Track Distance
IA
S A
ltit
ude
Optimization of Flap Schedule for separation
and noise
Optimization of Flap Schedule for separation
and noiseTCB
Altitude Opt. for
separation and noise
TCB Altitude Opt. to Meet Goals