scholarly journals Climate Assessment Platform of Different Aircraft Routing Strategies in the Chemistry-Climate Model EMAC 2.41: AirTraf 1.0

2016 ◽  
Author(s):  
Hiroshi Yamashita ◽  
Volker Grewe ◽  
Patrick Jöckel ◽  
Florian Linke ◽  
Martin Schaefer ◽  
...  
Keyword(s):  
Co2 Emissions ◽  
Optimal Solution ◽  
Weather Conditions ◽  
Air Transportation ◽  
Climate Impact ◽  
Flight Time ◽  
Great Circle ◽  
Air Traffic ◽  
Civil Aviation ◽  
Local Weather

Abstract. Aviation contributes to anthropogenic climate impact through various emissions. Mobility becomes more and more important to society and hence air transportation is expected to grow further over the next decades. Reducing the climate impact from aviation emissions and building a climate-friendly air transportation system are required for a sustainable development of commercial aviation. A climate optimized routing, which avoids climate sensitive regions by re-routing horizontally and vertically, is an important approach for climate impact reduction. The idea includes a number of different routing strategies (routing options) and shows a great potential for the reduction. To evaluate this, the impact of not only CO2 but also non-CO2 emissions must be considered. CO2 is a long-lived and stable gas, while non-CO2 emissions are short-lived and vary regionally. This study introduces AirTraf (version 1.0) for climate impact evaluations that performs global air traffic simulations on long time scales, including effects of local weather conditions on the emissions. AirTraf was developed as a new submodel of the ECHAM5/MESSy Atmospheric Chemistry (EMAC) model. Air traffic information comprises Eurocontrol's Base of Aircraft Data (BADA Revision 3.9) and International Civil Aviation Organization (ICAO) engine performance data. Fuel use and emissions were calculated by the total energy model based on the BADA methodology and DLR fuel flow method. The flight trajectory optimization was performed by a Genetic Algorithm (GA) with respect to routing options. In the model development phase, two benchmark tests were performed for great circle and flight time routing options. The first test showed that the great circle calculations were accurate to within ±0.05 %, compared to those calculated by other published code. The second test showed that the optimal solution sufficiently converged to the theoretical true-optimal solution. The difference in flight time between the two solutions is less than 0.01 %. The dependence of optimal solutions on initial populations was analyzed. We found that the influence was small (around 0.01 %). The trade-off between the accuracy of GA optimizations and the number of function evaluations is clarified and the appropriate population and generation sizing is discussed. The results showed that a large reduction in number of function evaluations of around 90 % can be achieved with only a small decrease in the accuracy of less than 0.1 %. Finally, one-day AirTraf simulations are demonstrated with the great circle and the flight time routing options for a specific winter day. 103 trans-Atlantic flight plans were used, assuming an Airbus A330-301 aircraft. The results confirmed that AirTraf simulates the air traffic properly for the two options. In addition, the GA successfully found the time-optimal flight trajectories for all airport pairs, reflecting local weather conditions. The consistency check for the one-day AirTraf simulations verified that calculated flight time, fuel consumption, NOx emission index and aircraft weights are comparable to reference data.

scholarly journals Air traffic simulation in chemistry-climate model EMAC 2.41: AirTraf 1.0

2016 ◽  
Vol 9 (9) ◽  
pp. 3363-3392 ◽  
Author(s):  
Hiroshi Yamashita ◽  
Volker Grewe ◽  
Patrick Jöckel ◽  
Florian Linke ◽  
Martin Schaefer ◽  
...  
Keyword(s):  
Co2 Emissions ◽  
Optimal Solution ◽  
Weather Conditions ◽  
Air Transportation ◽  
Climate Impact ◽  
Flight Time ◽  
Great Circle ◽  
Air Traffic ◽  
Civil Aviation ◽  
Local Weather

Abstract. Mobility is becoming more and more important to society and hence air transportation is expected to grow further over the next decades. Reducing anthropogenic climate impact from aviation emissions and building a climate-friendly air transportation system are required for a sustainable development of commercial aviation. A climate optimized routing, which avoids climate-sensitive regions by re-routing horizontally and vertically, is an important measure for climate impact reduction. The idea includes a number of different routing strategies (routing options) and shows a great potential for the reduction. To evaluate this, the impact of not only CO2 but also non-CO2 emissions must be considered. CO2 is a long-lived gas, while non-CO2 emissions are short-lived and are inhomogeneously distributed. This study introduces AirTraf (version 1.0) that performs global air traffic simulations, including effects of local weather conditions on the emissions. AirTraf was developed as a new submodel of the ECHAM5/MESSy Atmospheric Chemistry (EMAC) model. Air traffic information comprises Eurocontrol's Base of Aircraft Data (BADA Revision 3.9) and International Civil Aviation Organization (ICAO) engine performance data. Fuel use and emissions are calculated by the total energy model based on the BADA methodology and Deutsches Zentrum für Luft- und Raumfahrt (DLR) fuel flow method. The flight trajectory optimization is performed by a genetic algorithm (GA) with respect to a selected routing option. In the model development phase, benchmark tests were performed for the great circle and flight time routing options. The first test showed that the great circle calculations were accurate to −0.004 %, compared to those calculated by the Movable Type script. The second test showed that the optimal solution found by the algorithm sufficiently converged to the theoretical true-optimal solution. The difference in flight time between the two solutions is less than 0.01 %. The dependence of the optimal solutions on the initial set of solutions (called population) was analyzed and the influence was small (around 0.01 %). The trade-off between the accuracy of GA optimizations and computational costs is clarified and the appropriate population and generation (one iteration of GA) sizing is discussed. The results showed that a large reduction in the number of function evaluations of around 90 % can be achieved with only a small decrease in the accuracy of less than 0.1 %. Finally, AirTraf simulations are demonstrated with the great circle and the flight time routing options for a typical winter day. The 103 trans-Atlantic flight plans were used, assuming an Airbus A330-301 aircraft. The results confirmed that AirTraf simulates the air traffic properly for the two routing options. In addition, the GA successfully found the time-optimal flight trajectories for the 103 airport pairs, taking local weather conditions into account. The consistency check for the AirTraf simulations confirmed that calculated flight time, fuel consumption, NOx emission index and aircraft weights show good agreement with reference data.

scholarly journals Air Traffic Efficiency Analysis of Airliner Scheduled Flights Using Collaborative Actions for Renovation of Air Traffic Systems Open Data

2018 ◽  
Vol 2018 ◽  
pp. 1-14 ◽  
Author(s):  
Akinori Harada ◽  
Tooru Ezaki ◽  
Tomoaki Wakayama ◽  
Koichi Oka
Keyword(s):  
Fuel Consumption ◽  
Open Data ◽  
Radar Data ◽  
Operational Efficiency ◽  
Flight Time ◽  
Air Traffic ◽  
Flight Distance ◽  
Civil Aviation ◽  
Position Information ◽  
Traffic Systems

The increase in air traffic worldwide requires improvement of flight operational efficiency. This study aims to reveal the potential benefits, namely, savings on fuel consumption and flight time, which are expected for Japanese airspace, by statistically evaluating the operational efficiency defined by average differences of fuel consumption, flight time, and flight distance between the original and the optimized flight of domestic flights in Japan. The aircraft position and time data used in this study were obtained from Collaborative Actions for Renovation of Air Traffic Systems Open Data—the radar data released by the Japan Civil Aviation Bureau. Flight information, such as air data and fuel flow, is estimated by applying meteorological data and aircraft performance model to the position information of radar data. Each reconstructed trajectory is optimized in terms of flight fuel consumption and flight time with an assumed cost index (CI). Dynamic programming is used as the trajectory optimization method. The flight fuel consumption and flight time of the optimized flight are compared with the original values to evaluate the operational efficiency. Herein, approximately one-third of 1-day data, i.e., 1087 cases of four aircraft types, are analyzed with reasonable CI settings. Our research findings suggest that flight fuel consumption and flight distance can be saved by 312 kg and 19.7 km, respectively, on average for the object flights. Following a statistical comparison between the original and the optimized flights, it was observed that two types of features, namely, flying on a detoured path and flying with nonoptimal altitude and speed in the cruise phase, are major factors which deteriorate the total operational efficiency in terms of fuel consumption, flight time, and flight distance.

scholarly journals Identification of Weather Influences on Flight Punctuality Using Machine Learning Approach

Climate ◽  
2021 ◽  
Vol 9 (8) ◽  
pp. 127
Author(s):  
Sakdirat Kaewunruen ◽  
Jessada Sresakoolchai ◽  
Yue Xiang
Keyword(s):  
Machine Learning ◽  
Random Forest ◽  
Insurance Industry ◽  
Weather Conditions ◽  
Air Traffic ◽  
Civil Aviation ◽  
Support Vector ◽  
Weather Factors ◽  
Climate Conditions ◽  
Climate Resilience

One of the top long-term threats to airport resilience is extreme climate-induced conditions, which negatively affect the airport and flight operations. Recent examples, including hurricanes, storms, extreme temperatures (cold/hot), and heavy rains, have damaged airport facilities, interrupted air traffic, and caused higher operational costs. With the development of civil aviation and the pre-COVID-19 surging demand for flights, the passengers’ complaints of flight delay increased, according to FoxBusiness. This study aims to discover the weather factors affecting flight punctuality and determine a high-dimensional scale of consequences stemming from weather conditions and flight operational aspects. Machine learning has been developed in correlation with the weather and statistical data for operations at Birmingham Airport as a case study. The cross-correlated datasets have been kindly provided by Birmingham Airport and the Meteorological Office. The scope and emphasis of this study is placed on the machine learning application to practical flight punctuality prediction in relation to climate conditions. Random forest, artificial neural network, support vector machine, and linear regression are used to develop predictive models. Grid-search and cross-validation are used to select the best parameters. The model can grasp the trend of flight punctuality rates well where R2 is 0.80 and the root mean square error (RMSE) is less than 15% using the model developed by random forest technique. The insights derived from this study will help Airport Authorities and the Insurance industry in predicting the scale of consequences in order to promptly enact and enable adaptative airport climate resilience plans, including air traffic rescheduling, financial resilience to climate variances and extreme weather conditions.

scholarly journals Advanced Flight Planning and the Benefit of In-Flight Aircraft Trajectory Optimization

2021 ◽  
Vol 13 (3) ◽  
pp. 1383
Author(s):  
Judith Rosenow ◽  
Martin Lindner ◽  
Joachim Scheiderer
Keyword(s):  
New York ◽  
Traffic Control ◽  
Traffic Management ◽  
Trajectory Optimization ◽  
Service Providers ◽  
Weather Conditions ◽  
Air Traffic ◽  
Weather Data ◽  
Weather Forecasts ◽  
Aircraft Trajectory

The implementation of Trajectory-Based Operations, invented by the Single European Sky Air Traffic Management Research program SESAR, enables airlines to fly along optimized waypoint-less trajectories and accordingly to significantly increase the sustainability of the air transport system in a business with increasing environmental awareness. However, unsteady weather conditions and uncertain weather forecasts might induce the necessity to re-optimize the trajectory during the flight. By considering a re-optimization of the trajectory during the flight they further support air traffic control towards achieving precise air traffic flow management and, in consequence, an increase in airspace and airport capacity. However, the re-optimization leads to an increase in the operator and controller’s task loads which must be balanced with the benefit of the re-optimization. From this follows that operators need a decision support under which circumstances and how often a trajectory re-optimization should be carried out. Local numerical weather service providers issue hourly weather forecasts for the coming hour. Such weather data sets covering three months were used to re-optimize a daily A320 flight from Seattle to New York every hour and to calculate the effects of this re-optimization on fuel consumption and deviation from the filed path. Therefore, a simulation-based trajectory optimization tool was used. Fuel savings between 0.5% and 7% per flight were achieved despite minor differences in wind speed between two consecutive weather forecasts in the order of 0.5 m s−1. The calculated lateral deviations from the filed path within 1 nautical mile were always very small. Thus, the method could be easily implemented in current flight operations. The developed performance indicators could help operators to evaluate the re-optimization and to initiate its activation as a new flight plan accordingly.

scholarly journals Evaluation of the Climate Impact Reduction Potential of the Water-Enhanced Turbofan (WET) Concept

Aerospace ◽  
2021 ◽  
Vol 8 (3) ◽  
pp. 59
Author(s):  
Regina Pouzolz ◽  
Oliver Schmitz ◽  
Hermann Klingels
Keyword(s):  
Co2 Emissions ◽  
Aircraft Engine ◽  
Steam Injection ◽  
Climate Impact ◽  
Formation Mechanisms ◽  
Water Recovery ◽  
Impact Reduction ◽  
Fuel Burn ◽  
Starting Point ◽  
Reduction Of Co2

Aviation faces increasing pressure not only to reduce fuel burn, and; therefore, CO2 emissions, but also to provide technical solutions for an overall climate impact minimization. To combine both, a concept for the enhancement of an aircraft engine by steam injection with inflight water recovery is being developed. The so-called Water-Enhanced Turbofan (WET) concept promises a significant reduction of CO2 emissions, NOx emissions, and contrail formation. Representative missions for an A320-type aircraft using the proposed new engine were calculated. Applying a first-order one-dimensional climate assessment prospects the reduction of more than half of the Global Warming Potential over one hundred years, compared to an evolutionarily improved aero-engine. If CO2-neutrally produced sustainable aviation fuels are used, climate impact could be reduced by 93% compared to today’s aircraft. The evaluation is a first estimate of effects based on preliminary design studies and should provide a starting point for discussion in the scientific community, implying the need for research, especially on the formation mechanisms and radiation properties of potential contrails from the comparatively cold exhaust gases of the WET engine.

KOORDINASI PENGENDALIAN PENERBANGAN ANTARA KANTOR KEMENTERIAN PERHUBUNGAN DAN KANTOR OTORITAS BANDAR UDARA WILAYAH VI MENGENAI PENGENDALIAN KELAIKUDARAAN

2021 ◽  
Vol 3 (2) ◽  
pp. 163-172
Author(s):  
Annilka Syahrul
Keyword(s):  
Flight Control ◽  
Control Function ◽  
Air Transportation ◽  
Database System ◽  
Civil Aviation ◽  
Director General ◽  
Internal Constraints ◽  
Control Activity ◽  
Head Office ◽  
Technical Guidance

Problems faced in implementing the coordination of Airworthiness control between the Head Office of the Directorate of Airworthiness and Aircraft Operations and the Airport Authority Office. It can be seen from the Directorate of Airworthiness and Aircraft Operations that until now it is still carrying out control activity tasks such as giving directions, technical guidance, licensing extension. The authority to sign the extension of permits (permits, standard airworthiness certificates, and aircraft personnel licenses) granted by the Director General of Civil Aviation to the Head of the Airport Authority Office. The approach used in this research is a normative juridical approach. Based on the results of research and discussion, it can be concluded that: First, the coordination of flight control between the Office of the Ministry of Transportation, Directorate of Airworthiness and Aircraft Operation and the Regional VI Airport Authority Office regarding Airworthiness Control is regulated in the Regulation of the Director General of Air Transportation Number: KP. 459 of 2015 that the Head Office and the Airport Authority Office are carried out harmoniously and tiered according to their respective authorities through the national aviation safety and security database system. However, the implementation of the division of authority for airworthiness control has not been carried out in accordance with the provisions, because the database system referred to in Article 6 of the Regulation of the Director General of Civil Aviation Number: KP. 459 of 2015, not yet available. Second. 2. Constraints found in the flight control coordination arrangements between the Office of the Ministry of Transportation and the Regional VI Airport Authority Office regarding Airworthiness Control are external obstacles and internal constraints. External constraints, namely: 1) the implementation of the control function in the Airworthiness sector in the form of an extension of the aircraft personnel license and the extension of the Advanced Airworthiness certificate (Certificate of Continous Airworthines) in its working area is still being carried out by the Airworthiness Inspector Office of the Ministry of Transportation, Directorate of Airworthiness and Aircraft Operations. Air; 2) the exercise of controlling authority in the signing of an extension of the Aircraft Airworthiness Certificate has not been implemented properly; 3) the authority to carry out functions has not been able to be carried out properly; 4) the arrangement for the placement of Airworthiness inspectors at the Regional VI - Padang Airport Authority Office is not in accordance with the number and qualifications.

Analog Models for Empirical-Statistical Downscaling

2021 ◽  
Author(s):  
María Laura Bettolli
Keyword(s):  
Statistical Downscaling ◽  
Climate Models ◽  
Global Climate ◽  
Regional Climate ◽  
Weather Conditions ◽  
Climate Information ◽  
Analog Method ◽  
Weather Typing ◽  
Regional Climates ◽  
Local Weather

Global climate models (GCM) are fundamental tools for weather forecasting and climate predictions at different time scales, from intraseasonal prediction to climate change projections. Their design allows GCMs to simulate the global climate adequately, but they are not able to skillfully simulate local/regional climates. Consequently, downscaling and bias correction methods are increasingly needed and applied for generating useful local and regional climate information from the coarse GCM resolution. Empirical-statistical downscaling (ESD) methods generate climate information at the local scale or with a greater resolution than that achieved by GCM by means of empirical or statistical relationships between large-scale atmospheric variables and the local observed climate. As a counterpart approach, dynamical downscaling is based on regional climate models that simulate regional climate processes with a greater spatial resolution, using GCM fields as initial or boundary conditions. Various ESD methods can be classified according to different criteria, depending on their approach, implementation, and application. In general terms, ESD methods can be categorized into subgroups that include transfer functions or regression models (either linear or nonlinear), weather generators, and weather typing methods and analogs. Although these methods can be grouped into different categories, they can also be combined to generate more sophisticated downscaling methods. In the last group, weather typing and analogs, the methods relate the occurrence of particular weather classes to local and regional weather conditions. In particular, the analog method is based on finding atmospheric states in the historical record that are similar to the atmospheric state on a given target day. Then, the corresponding historical local weather conditions are used to estimate local weather conditions on the target day. The analog method is a relatively simple technique that has been extensively used as a benchmark method in statistical downscaling applications. Of easy construction and applicability to any predictand variable, it has shown to perform as well as other more sophisticated methods. These attributes have inspired its application in diverse studies around the world that explore its ability to simulate different characteristics of regional climates.

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