Delivering Green Results - a Summary of European AIRE Project Results in 2009 / 1 / Aire Results 2009
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Enhancing Flight-Crew Monitoring Skills Can Increase Flight Safety
Enhancing Flight-crew Monitoring Skills Can Increase Flight Safety 55th International Air Safety Seminar Flight Safety Foundation November 4–7, 2002 • Dublin, Ireland Captain Robert L. Sumwalt, III Chairman, Human Factors and Training Group Air Line Pilots Association, International Captain Ronald J. Thomas Supervisor, Flight Training and Standards US Airways Key Dismukes, Ph.D. Chief Scientist for Aerospace Human Factors NASA Ames Research Center To ensure the highest levels of safety each flight crewmember must carefully monitor the aircraft’s flight path and systems, as well as actively cross-check the actions of each other.1 Effective crew monitoring and cross-checking can literally be the last line of defense; when a crewmember can catch an error or unsafe act, this detection may break the chain of events leading to an accident scenario. Conversely, when this layer of defense is absent the error may go undetected, leading to adverse safety consequences. Following a fatal controlled flight into terrain (CFIT) approach and landing accident (ALA) involving a corporate turbo-prop the surviving pilot (who was the Pilot Not Flying) told one of the authors of this paper, “If I had been watching the instruments I could have prevented the accident.” This pilot’s poignant statement is quite telling; in essence, he is stating that if he had better monitored the flight instruments he could have detected the aircraft’s descent below the minimum descent altitude (MDA) before it struck terrain. This pilot’s statement is eerily similar to a conclusion reached by the U.S. National Transportation Safety Board (NTSB) after an airliner descended through the MDA and impacted terrain during a nighttime instrument approach. -
Aircraft Engine Performance Study Using Flight Data Recorder Archives
Aircraft Engine Performance Study Using Flight Data Recorder Archives Yashovardhan S. Chati∗ and Hamsa Balakrishnan y Massachusetts Institute of Technology, Cambridge, Massachusetts, 02139, USA Aircraft emissions are a significant source of pollution and are closely related to engine fuel burn. The onboard Flight Data Recorder (FDR) is an accurate source of information as it logs operational aircraft data in situ. The main objective of this paper is the visualization and exploration of data from the FDR. The Airbus A330 - 223 is used to study the variation of normalized engine performance parameters with the altitude profile in all the phases of flight. A turbofan performance analysis model is employed to calculate the theoretical thrust and it is shown to be a good qualitative match to the FDR reported thrust. The operational thrust settings and the times in mode are found to differ significantly from the ICAO standard values in the LTO cycle. This difference can lead to errors in the calculation of aircraft emission inventories. This paper is the first step towards the accurate estimation of engine performance and emissions for different aircraft and engine types, given the trajectory of an aircraft. I. Introduction Aircraft emissions depend on engine characteristics, particularly on the fuel flow rate and the thrust. It is therefore, important to accurately assess engine performance and operational fuel burn. Traditionally, the estimation of fuel burn and emissions has been done using the ICAO Aircraft Engine Emissions Databank1. However, this method is approximate and the results have been shown to deviate from the measured values of emissions from aircraft in operation2,3. -
E6bmanual2016.Pdf
® Electronic Flight Computer SPORTY’S E6B ELECTRONIC FLIGHT COMPUTER Sporty’s E6B Flight Computer is designed to perform 24 aviation functions and 20 standard conversions, and includes timer and clock functions. We hope that you enjoy your E6B Flight Computer. Its use has been made easy through direct path menu selection and calculation prompting. As you will soon learn, Sporty’s E6B is one of the most useful and versatile of all aviation computers. Copyright © 2016 by Sportsman’s Market, Inc. Version 13.16A page: 1 CONTENTS BEFORE USING YOUR E6B ...................................................... 3 DISPLAY SCREEN .................................................................... 4 PROMPTS AND LABELS ........................................................... 5 SPECIAL FUNCTION KEYS ....................................................... 7 FUNCTION MENU KEYS ........................................................... 8 ARITHMETIC FUNCTIONS ........................................................ 9 AVIATION FUNCTIONS ............................................................. 9 CONVERSIONS ....................................................................... 10 CLOCK FUNCTION .................................................................. 12 ADDING AND SUBTRACTING TIME ....................................... 13 TIMER FUNCTION ................................................................... 14 HEADING AND GROUND SPEED ........................................... 15 PRESSURE AND DENSITY ALTITUDE ................................... -
GFC 700 AFCS Supplement
GFC 700 AFCS Supplement GFC 700 AFCS Supplement Autopilot Basics Flight Director vs. Autopilot Controls Activating the System Modes Mode Awareness What the GFC 700 Does Not Control Other Training Resources Automation Philosophy Limitations Modes Quick Reference Tables Lateral Modes Vertical Modes Lateral Modes Roll Hold Heading Select (HDG) Navigation (NAV) Approach (APR) Backcourse Vertical Modes Pitch Hold Altitude Hold (ALT) Glidepath (GP) Glideslope (GS) Go Around (GA) Selected Altitude Capture (ALTS) Autopilot Procedures Preflight Takeoff / Departure En Route Arrival/Approach Approaches Without Vertical Guidance Approaches With Vertical Guidance Revised: 02/08/2021 Missed Approach Autopilot Malfunctions/Emergencies Annunciations Cautions (Yellow) Warnings (Red) Emergency Procedures Manual Electric Trim Control Wheel Steering C172 w/ GFC700 Autopilot Checklist Piper Archer w/ GFC700 Autopilot Checklist Supplement Profile Addenda Autopilot Basics Flight Director vs. Autopilot ATP’s newer Cessna 172s and Piper Archers come factory-equipped with the GFC 700 Automatic Flight Control System (AFCS). The GFC 700 AFCS, like most autoflight systems, includes both a flight director (FD) and an autopilot (AP). The FD calculates the pitch and bank angles needed to fly the desired course, heading, altitude, speed, etc., that the pilot has programmed. It then displays these angles on the primary flight display (PFD) using magenta command bars. The pilot can follow the desired flight path by manipulating the control wheel to align the yellow aircraft symbol with the command bars. Alternately, the pilot can activate the AP, which uses servos to adjust the elevators, ailerons, and elevator trim as necessary to follow the command bars. Controls The AFCS is activated and programmed using buttons on the left bezel of the PFD and the multifunction display (MFD). -
Design and Analysis of Advanced Flight: Planning Concepts
NASA Contractor Report 4063 Design and Analysis of Advanced Flight: Planning Concepts Johri A. Sorerisen CONrRACT NAS1- 17345 MARCH 1987 NASA Contractor Report 4063 Design and Analysis of Advanced Flight Planning Concepts John .A. Sorensen Analytical Mechanics Associates, Inc. Moantain View, California Prepared for Langley Research Center under Contract NAS 1- 17345 National Aeronautics and Space Administration Scientific and Technical Information Branch 1987 F'OREWORD This continuing effort for development of concepts for generating near-optimum flight profiles that minimize fuel or direct operating costs was supported under NASA Contract No. NAS1-17345, by Langley Research Center, Hampton VA. The project Technical Monitor at Langley Research Center was Dan D. Vicroy. Technical discussion with and suggestions from Mr. Vicroy, David H. Williams, and Charles E. Knox of Langley Research Center are gratefully acknowledged. The technical information concerning the Chicago-Phoenix flight plan used as an example throughout this study was provided by courtesy of United Airlines. The weather information used to exercise the experimental flight planning program EF'PLAN developed in this study was provided by courtesy of Pacific Southwest Airlines. At AMA, Inc., the project manager was John A. Sorensen. Engineering support was provided by Tsuyoshi Goka, Kioumars Najmabadi, and Mark H, Waters. Project programming support was provided by Susan Dorsky, Ann Blake, and Casimer Lesiak. iii DESIGN AND ANALYSIS OF ADVANCED FLIGHT PLANNING CONCEPTS John A. Sorensen Analytical Mechanics Associates, Inc. SUMMARY The Objectives of this continuing effort are to develop and evaluate new algorithms and advanced concepts for flight management and flight planning. This includes the minimization of fuel or direct operating costs, the integration of the airborne flight management and ground-based flight planning processes, and the enhancement of future traffic management systems design. -
Advisory Circular (AC)
U.S. Department Advisory of Transportation Federal Aviation Administration Circular Subject: Parts 91, 121, 125, and 135 Date: 7/30/12 AC No: 120-74B Flightcrew Procedures During Taxi Initiated by: Change: Operations AFS-200/800 1. PURPOSE. This advisory circular (AC) provides guidelines for the development and implementation of standard operating procedures (SOP) for conducting safe aircraft operations during taxiing to avoid causing a runway incursion. In accordance with Federal Aviation Administration (FAA) Order 7050.1, Runway Safety Program, the definition of a runway incursion is any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle, or person on the protected area of a surface designated for the landing and takeoff of aircraft. It is intended for use by persons operating aircraft with two or more pilots on the flight deck under Title 14 of the Code of Federal Regulations (14 CFR) parts 91, 121, 125, and 135. The FAA recommends that these guidelines become an integral part of all SOPs, flight operations manuals (FOM), and formal flightcrew member training programs. The use of flightcrew SOPs should be emphasized and employed during all phases of flight, including ground operations. Appendices 1 and 2 of this AC contain examples of SOPs that are identical or similar to some SOPs currently in use. These appendices are not directive or prescriptive in nature and do not represent a rigid FAA view of Best Practices. SOPs may vary among fleets and among certificate holders and may change over time. Operators may integrate the information contained in Appendices 1 and 2 into their fleet-specific, route-specific, and equipment-specific operations and checklists. -
CRUISE FLIGHT OPTIMIZATION of a COMMERCIAL AIRCRAFT with WINDS a Thesis Presented To
CRUISE FLIGHT OPTIMIZATION OF A COMMERCIAL AIRCRAFT WITH WINDS _______________________________________ A Thesis presented to the Faculty of the Graduate School at the University of Missouri-Columbia _______________________________________________________ In Partial Fulfillment of the Requirements for the Degree Master of Science _____________________________________________________ by STEPHEN ANSBERRY Dr. Craig Kluever, Thesis Supervisor MAY 2015 The undersigned, appointed by the dean of the Graduate School, have examined the thesis entitled CRUISE FLIGHT OPTMIZATION OF A COMMERCIAL AIRCRAFT WITH WINDS presented by Stephen Ansberry, a candidate for the degree of Master of Science, and hereby certify that, in their opinion, it is worthy of acceptance. Professor Craig Kluever Professor Roger Fales Professor Carmen Chicone ACKNOWLEDGEMENTS I would like to thank Dr. Kluever for his help and guidance through this thesis. I would like to thank my other panel professors, Dr. Chicone and Dr. Fales for their support. I would also like to thank Steve Nagel for his assistance with the engine theory and Tyler Shinn for his assistance with the computer program. ii TABLE OF CONTENTS ACKNOWLEDGEMENTS………………………………...………………………………………………ii LIST OF FIGURES………………………………………………………………………………………..iv LIST OF TABLES…………………………………………………………………………………….……v SYMBOLS....................................................................................................................................................vi ABSTRACT……………………………………………………………………………………………...viii 1. INTRODUCTION.....................................................................................................................................1 -
Estimation of Aircraft Taxi-Out Fuel Burn Using Flight Data Recorder Archives
Estimation of Aircraft Taxi-out Fuel Burn using Flight Data Recorder Archives Harshad Khadilkar∗ and Hamsa Balakrishnany Massachusetts Institute of Technology, Cambridge, MA 02139, USA The taxi-out phase of a flight accounts for a significant fraction of total fuel burn for aircraft. In addition, surface fuel burn is also a major contributor to CO2 emissions in the vicinity of airports. It is therefore desirable to have accurate estimates of fuel consumption on the ground. This paper builds a model for estimation of on-ground fuel consumption of an aircraft, given its surface trajectory. Flight Data Recorder archives are used for this purpose. The taxi-out fuel burn is modeled as a linear function of several factors including the taxi-out time, number of stops, number of turns, and number of acceleration events. The statistical significance of each potential factor is investigated. The parameters of the model are estimated using least-squares regression. Since these parameters are estimated using data from operational aircraft, they provide more accurate estimates of fuel burn than methods that use idealized physical models of fuel consumption based on aircraft velocity profiles, or the baseline fuel consumption estimates provided by the International Civil Aviation Organization. Our analysis shows that in addition to the total taxi time, the number of acceleration events is a significant factor in determining taxi fuel consumption. Nomenclature ICAO International Civil Aviation Organization FDR Flight Data Recorder MTOW Maximum TakeOff Weight Tamb Ambient absolute temperature f Total fuel consumed during taxi-out t Taxi-out time ns Number of stops nt Number of turns na Number of acceleration events I. -
May 31, 2004 5 - 1
Airports Authority of India Manual of Air Traffic Services – Part 1 CHAPTER 5 SEPARATION METHODS AND MINIMA 5.1 Provision for the separation of Whenever, as a result of failure or controlled traffic degradation of navigation, communications, altimetry, flight control or other systems, 5.1.1 Vertical or horizontal separation shall aircraft performance is degraded below the be provided: level required for the airspace in which it is a) between IFR flights in Class D and E operating, the flight crew shall advise the airspaces except when VMC climb or ATC unit concerned without delay. Where the descent is involved under the failure or degradation affects the separation conditions specified in para 5.5.6; minimum currently being employed, the b) between IFR flights and special VFR controller shall take action to establish flights; [and another appropriate type of separation or c) between special VFR flights separation minimum. 5.1.2 No clearance shall be given to execute any manoeuvre that would reduce 5.2 Reduction in separation minima the spacing between two aircraft to less than the separation minimum applicable in the 5.2.1 In the vicinity of aerodromes circumstances. In the vicinity of aerodromes, the separation 5.1.3 Larger separations than the specified minima may be reduced if: minima should be applied whenever a) adequate separation can be provided exceptional circumstances such as unlawful by the aerodrome controller when each interference or navigational difficulties call for aircraft is continuously visible to this extra precautions. This should be done with controller; or due regard to all relevant factors so as to b) each aircraft is continuously visible to avoid impeding the flow of air traffic by the flight crews of the other aircraft application of excessive separations. -
Assessment Method of Fuel Consumption and Emissions of Aircraft During Taxiing on Airport Surface Under Given Meteorological Conditions
sustainability Article Assessment Method of Fuel Consumption and Emissions of Aircraft during Taxiing on Airport Surface under Given Meteorological Conditions Ming Zhang * , Qianwen Huang, Sihan Liu and Huiying Li College of Civil Aviation, Nanjing University of Aeronautics and Astronautics, Nanjing 210016, China; [email protected] (Q.H.); [email protected] (S.L.); [email protected] (H.L.) * Correspondence: [email protected] or [email protected] Received: 27 September 2019; Accepted: 31 October 2019; Published: 2 November 2019 Abstract: Reducing fuel consumption and emissions of aircrafts during taxiing on airport surfaces is crucial to decrease the operating costs of airline companies and construct green airports. At present, relevant studies have barely investigated the influences of the operation environment, such as low visibility and traffic conflict in airports, reducing the assessment accuracy of fuel consumption and emissions. Multiple aircraft ground propulsion systems on airport surfaces, especially the electric green taxiing system, have attracted wide attention in the industry. Assessing differences in fuel consumption and emissions under different taxiing modes is difficult because environmental factors were hardly considered in previous assessments. Therefore, an innovative study was conducted based on practical running data of quick access recorders and climate data: (1) Low visibility and taxiing conflict on airport surfaces were inputted into the calculation model of fuel consumption to set up a modified model of fuel consumption and emissions. (2) Fuel consumption and emissions models under full- and single-engine taxiing, external aircraft ground propulsion systems, and electric green taxiing system could accurately estimate fuel consumption and emissions under different taxiing modes based on the modified model. -
Aic France a 31/12
TECHNICAL SERVICE ☎ : +33 (0)5 57 92 57 57 AIC FRANCE Fax : +33 (0)5 57 92 57 77 ✉ : [email protected] A 31/12 Site SIA : http://www.sia.aviation-civile.gouv.fr Publication date: DEC 27 SUBJECT : Deployment of CDO (continuous descent operations) on the French territory 1 INTRODUCTION After a trial and assessment period, the DSNA (French Directorate for Air Navigation Services) would now like to deploy continuous descent operations all across the French territory. When well performed by pilots, continuous descent reduces the effects of aircraft noise on the residential areas near airports and CO2 emissions. Continuous descent approach performance indicators for the residential community (reduction of noise linked to the elimination of superfluous sound levels) are or shall soon be available for all large French airports. The gains in CO2 shall be included in national greenhouse gas emission monitoring indicators. The DSNA will use this AIC to provide a set of recommendations and procedures on how to create, deploy and use this type of operation at national level, in order to help airlines perform successful CDO. Both the applications of the internationally standardized general principles and the French choices for fields which are not yet standardized are described in this AIC. 2 DEFINITION CDO (Continuous Descent Operations) is a flight technique which enables aircraft to have optimized flight profiles, either linked to instrument approach procedures and adapted airspace structures or air control techniques, by using reduced engine power and whenever possible, configurations limiting aerodynamic drag, in order to decrease the following: - noise nuisance in the areas surrounding the aerodromes, - emissions of gases into the atmosphere, - consumption of aircraft fuel. -
Ec-130 Employment ______Compliance with This Instruction Is Mandatory
BY ORDER OF THE COMMANDER AFSOC INSTRUCTION 11-202, VOLUME 17 AIR FORCE SPECIAL OPERATIONS COMMAND 1 JUNE 1997 Flying Operations EC-130 EMPLOYMENT ____________________________________________________________________________________ COMPLIANCE WITH THIS INSTRUCTION IS MANDATORY. This instruction implements AFPD 11-2, Flight Rules and Procedures. It establishes employment procedures for AFSOC EC-130 aircraft and aircrew. It applies to all AFSOC EC-130 aircrews. It applies to the Air National Guard (ANG) when published in the ANGIND 2. OPR: HQ AFSOC/DOVF (Capt Wallace), 193 SOW/OGV (Maj McCarthy) Certified by: HQ AFSOC/DOV (Col Garlington) Pages: 33 Distribution: F; X Chapter 1 -- E-130E Employment Procedures Paragraph Section A -- Employment Concept General .........................................................................................................................1.1 Mission .........................................................................................................................1.2 Communications and Operations Security (COMSEC and OPSEC) ...............................1.3 Crew Rest .....................................................................................................................1.4 Checklists/Inflight Guides..............................................................................................1.5 Definitions ....................................................................................................................1.6 Section B -- Mission Planning and Employment Procedures