Flight Procedures Research Articles

Rescheduling of Generators with Pumped Hydro Storage Units to Relieve Congestion Incorporating Flower Pollination Optimization

In this paper, a Flower Pollination Algorithm (FPA) has been proposed for relieving congestion in the deregulated power electricity industry. Congestion in the power market is one the contemplative challenges to be overcome in the era of deregulation. The primary cause of congestion is due to the loss of the transmission line, an increase in load, or loss of generator(s). Hence, managing congestion is one of the issues which have to be tackled in the present scenario. There are several techniques to relieve congestion. It is quite well-known that the thermal limits of transmission lines in a power system are fixed. One of the methods to abate congestion is to reschedule the real power of the generators. The purpose of the present work is to benefit the Independent System Operator (ISO) in reliving congestion. (1) In order to meet this objective effectively, a FPA algorithm has been proposed for relieving congestion and is simulated on a modified IEEE 30-bus system initially. (2) Congestion cost, compared with and without the application of FPA, is computed. (3) To validate its effectiveness, the obtained results are compared with recent power system optimization algorithms present in the literature. (4) Further, the work has been extended with the incorporation of a Pumped Hydro Storage Unit (PHSU). Here an economic analysis of congestion cost reduction employing FPA before and after the incorporation of PHSU is investigated applying FPA. In comparison with other evolutionary algorithms, the uniqueness of generating a new population is attained in FPA by the levy flight procedure. It is one of the latest evolved algorithms and is suited for different power system problem due to fewer clear-cut tuning parameters in contrast with other algorithms. (5) Furthermore, the effects of other network parameters, including system losses and voltage, has been computed. The result obtained is tested in terms of congestion mitigation with and without the incorporation of PHSU, in terms of novel objective improvement, and with and without applying recently evolving FPA for the above application. Thus the objective-wise and algorithmic-wise innovative concept has been presented. This proves effectiveness of the algorithm in terms of minimized cost convergence and other parameter including system losses and voltage before and after the incorporation of PHSU as compared with other recent trendsetting reported optimization techniques.

Framework for Analyzing Aircraft Community Noise Impacts of Advanced Operational Flight Procedures

A framework for analyzing the aircraft community noise impacts of advanced operational approach and departure procedures was developed. In this framework, the altitude, position, velocity, thrust, and configuration profiles of procedures to be assessed are specified by aircraft performance. These profiles are input to the NASA Aircraft NOise Prediction Program, which requires aerodynamic performance and engine state parameters, as well as generates airframe and engine noise throughout each procedure. Generated single-event surface noise grids are combined with population census data to estimate population noise exposure. The framework’s noise estimates agree to within effective perceived noise level of available certification noise data from six aircraft types. Use of the framework was demonstrated on example departure and approach cases to show how it can be used to assess the performance and noise impacts of varying the altitude, velocity, thrust, and configuration for various aircraft. One example shows the evaluation of the noise impacts of an increased thrust departure, in which the thrust and associated altitude were increased on departure. The second example analyzed the noise impacts of altered vertical path and configuration management approaches. These included altering conventional step-down approaches to continuous descent approaches at glide slopes of 3.0–3.2 deg, as well as delayed gear approaches.

Aircraft noise immission modeling

This contribution to the CEAS special edition Aircraft Noise Generation and Assessment focuses on the simulation of the aircraft noise immission, i.e., the aircraft noise received on the ground. This process includes two steps, the description of the sound emission by the aircraft and the modeling of the sound propagation through the atmosphere. An overview is provided on how aircraft noise immission can be described and assessed by noise descriptors. These quantities can be derived from measurable and computable quantities like maximum sound levels, time-integrated sound levels and the number of aircraft movements. Moreover, a generation of novel noise indices which relate human reactions to noise is presented. Fundamentals of aircraft noise modeling are explained. First, this includes a classification of aircraft noise models into best practice and scientific models and their applicability to the noise mitigation measures described by ICAO’s Balanced Approach to Aircraft Noise Management. Furthermore, the overall workflow of a noise modeling task is explained as well the special role of noise model databases and the simulation of aircraft flight paths. The most common methods used to describe the sound propagation process through the atmosphere are introduced. This covers the modeling of the fundamental propagation effects which are used by all noise model types as well as a description of propagation effects which are of importance only for special modeling tasks and which normally require sophisticated physical approaches. The fundamental difference between best practice and scientific aircraft noise models—i.e., the source modeling—is described in detail thereafter. Best practice models are based on a simple source description. Moreover, a common approach is to combine emission and propagation using pre-calculated noise–power–distance tables. In contrast, scientific models are of multi-source type, i.e., they differentiate between particular noise-generating mechanisms—at least between engine noise and aerodynamic noise. This model type always requires a time step-based flightpath description, whereas the best practice models usually are based on a flightpath description by longer segments. Finally, the selected application examples are presented for both model categories. This covers the range from noise zoning over what-if studies for noise mitigation measures or definition of noise abatement flight procedures up to the modeling of noise reduction measures at the source. Finally, the application of scientific models in the aircraft design phase is explained.

The Impact of Somatic Stressors on Pilot

Nowadays, we encounter almost every day the effects of various stressors and stimuli that cause a stress response. This article deals with the influence of selected somatic stressors on the pilot during flight. The aim of the study was to analyze the impact of noise, hypoglycemia and increased blood alcohol on piloting accuracy during the ILS Precision Approach procedure, since the landing is the phase of flight with the highest accident rate and the pilot is subjected to the greatest mental stress. For the sake of safety, we decided to make our measurements on a flight simulator located at Zilina Airport. Five of our pilots took part in our measurements, and the ILS approach to the runway 06 of the Zilina airport was gradually completed. The results of the measurements, the flight accuracy data of the descent axis and the deviations of the flight speed from the speed determined by the flight procedures. Based on the evaluation of the measurement results for the accuracy of the piloting, the conclusions suggest that hypoglycemia had the greatest impact on the accuracy of piloting, followed by increased blood alcohol levels and the least impact on increased noise.

Objective Measurement of Pilot´s Attention Using Eye Track Technology during IFR Flights

Abstract The use of Eye Tracking technology to study eye movements has been increased over the last period. For instance, in the fields of academic and scientific research, market research, medical research and human factors. Despite this fact that Eye Track technology is in many ways beneficial, it has been rarely used in the flight simulation. This paper pursues the objective measurement of pilot´s attention distribution during an Instrument Flight Rules (IFR) flight. For realization, we used wireless SMI Eye Tracking Glasses, which scans pilot’s eye movements when performing the prescribed flight procedures. Our study incorporated overall six test pilots divided into two groups: the experienced and inexperienced. The aforementioned measurements were performed on the ELITE S923 Flight Simulation Training Device, situated at Žilina Airport. The main objective was to determine the extent to which the scanning techniques differ in the case of experienced and inexperienced pilots, as well. As pilot´s attention distribution while performing precision (ILS) approach and non-precision (NDB) instrument approach. The measurement itself, as well as subsequent date analysis, revealed that pilots were evincing considerable deviations in relation to scanning techniques and furthermore, the different scanning techniques during ILS and NDB approach were detected. The conclusion consists of several measurements’ outcomes and the possibilities for utilization of Eye Tracking technology in further research.

VR HMD 기반 모의 비행 훈련 장치의 조종사 훈련 효과 평가

In this paper, two different flight training devices were constructed to verify the effectiveness of a pilot training system based on a Virtual Reality Head Mount Display. VFR Flight Procedure and IFR Flight Procedure were conducted by high level pilots with Commercial Pilot Licence. Flight data and pilot

Conflict-risk assessment model for continuous climb operations

Continuous Climb Operations (CCO) enable aircraft to execute optimal departing trajectories. However, current airspace design may not allow the integration of CCO due to incompatibility with air traffic flow. This paper lays out a new conflict risk model and assesses the impact of CCO in complex airspace. In this document, conflict risk is defined as the combination of conflict probability between an aircraft pair (CCO and arrivals) and estimated air traffic flows. The authors set out a new approach to determining the probability of vertical conflicts. This approach is based on the altitude distributions at conflict points, which are estimated using simulations (CCO) and real data (arrivals). Using altitude distributions, it is possible to statistically determine the probability of two aircraft infringing the vertical separation minimum. This methodology is applied to Palma airport (Spain). Results show that it is feasible to integrate CCO except for one conflict point where air traffic flows need to be redesigned. Therefore, this new conflict risk model can form the basis of a future decision-making process to validate new flight procedures or modify existing ones.

Uncertainty Analysis for Parametric Aircraft System Noise Prediction

Parametric noise assessment in the context of low-noise aircraft design and flight procedure optimization has been around for more than 15 years. Yet reliable and comprehensive uncertainty analysis of the overall aircraft noise-prediction process was not available for parametric tools in the past. This paper presents a methodology to assess the overall uncertainty of DLR, German Aerospace Center’s aircraft system noise simulation with the software Parametric Aircraft Noise Analysis Module (i.e., definition of a general approach to specify uncertainties of the predicted ground noise immission). This allows discussion of the temporal and spatial distribution of the uncertainties. The noise-prediction uncertainties vary between locations along the flight path. The impact on exposure–response relationships due to the variation in uncertainty is discussed (i.e., the influence of varying noise source dominance along simulated flights). Results of this uncertainty assessment along typical flight procedures and their impact on the A-weighted maximum sound pressure level are presented.

Improving the operating efficiency of the more electric aircraft concept through optimised flight procedures

The increasing awareness of the environmental risks and costs due to the growing demand in aviation has prompted both academic and industrial research into short-term and long-term technologies which could help address the challenges. Among these, the more electric aircraft has been identified as a key design concept which would make aircraft more environmentally friendly and cost effective in the long run. Moreover, the notion of free-flight and optimised trajectories has been identified as a key operational concept which would help curb the environmental effects of aircraft as well as reduce overall costs. The research in this paper presents a methodology in which these two concepts can be coupled to study the benefits of more electric aircraft (MEA) flying optimised trajectories. A wide range of issues from aircraft performance, engine performance, airframe systems operation, power off-take penalties, emission modelling, optimisation algorithms and optimisation frameworks has been addressed throughout the study. The case study is based on a popular short haul flight between London Heathrow and Amsterdam Schiphol. The culmination of the study establishes the advantage of the MEA over conventional aircraft and also addresses the enhanced approach to the classical aircraft trajectory optimisation problem. The study shows that the operation procedures to achieve a minimum fuel burn are significantly different for a conventional aircraft and MEA. Trajectory optimisation reduced the fuel burn by 17.4% for the conventional aircraft and 12.2% for the more electric compared to the respective baseline cases. Within the constraints of the study, the minimum fuel burn trajectory for the MEA consumed 9.9% less fuel than the minimum fuel burn trajectory for the conventional aircraft.

Learning flight procedures by enacting and receiving feedback

Learning flight procedures is part of any pilot training. The conventional learning method consists in learning and practicing the procedure written on a sheet of paper along with printed images of the cockpit. The purpose of the present paper was to test the efficiency of a tactile interactive multimedia training tool designed to foster the self-regulated learning of flight procedures, especially through enacting relevant gestures and providing feedback. Results showed that learning with this tool did not lead to significant shorter learning times than with the conventional learning. However, on a delayed retention test in a real A320 cockpit simulator, learners of the experimental group performed the procedure more rapidly than those of the control group. Results suggested that a training tool that incites learners to perform similar gestures than those in the real environment and that provides feedback, helped learners to transform declarative into procedural knowledge.

Statistical model for gas turbine engines exhaust emissions

A statistical analysis has been developed from the ICAO databank to predict aero-engines exhaust emissions during a landing and take-off cycle (LTO). The ICAO databank contains updated emission indices for a vast number of turbojet and turbofan engines only, with thrust ratings greater than 26.7 kN. Correlations are developed and proposed for turboprop and turboshaft engines to overcome the difficulty of assessing exhaust emissions from these engines in absence of industry data. LTO emissions are predicted for a turbofan-powered commuter airplane (Embraer E195) using the surrogate model. It is demonstrated that the predictions are closer to the values extracted from the flight data recorder than to the emissions calculated with the ICAO method. Thus, approximate emissions indices applied to actual flight procedures are a better choice than a standard ICAO LTO emission estimate from the databank. The correlations are then applied to the prediction of LTO emissions of a turboprop airplane (Bombardier Q400).

Airport noise modelling for strategic environmental impact assessment of aviation

As projected by different agencies the aviation market will experience a significant increase in air traffic demand over the next decades, driven by the large demand of the Asia-Pacific region. To overcome the further deterioration of the quality of life of communities living around airports, the various aviation stakeholders are required to explore scenarios with different technology options, flight procedures, and fleet replacement strategies. Of course, the assessment of aviation scenarios must be addressed in a more integrated manner than hitherto, where noise, air quality and carbon release are considered. For such purpose, simplified airport noise models are required to overcome the important input data requirements and computation complexity of detailed airport noise models, and also to ensure compatibility against other environmental and economic models. This paper analyses the applicability and discusses the unavoidable limitations and advantages of existing simplified airport noise models within the context of multi-disciplinary strategic environmental impact assessment of aviation. Simplified airport noise models satisfying the above requirements and developed to be coupled with technology evaluators, e.g. Rapid Aviation Noise Evaluator (RANE) model (Torija et al., 2017), can inform policy decisions about which future technology platforms would be likely to be the most environmental efficient when considered holistically. Based on the specific conditions tested, the straight-out trajectory assumption and the use of generic aircraft types seem valid approximations for computing aviation noise outputs.

Mission optimisation for a conceptual coaxial rotorcraft for taxi applications

This paper presents the development and an application of a multidisciplinary methodology for the preliminary design assessment of compound coaxial rotorcraft with a counter-rotating rotor system and a rear-mounted propeller. A comprehensive optimisation strategy is deployed to evaluate the environmental and operational benefits of the aforementioned rotorcraft architecture. The code is validated against experimental data prior to the application of the methodology to the evaluation of a conceptual vehicle for intercity taxi applications. Response Surface Models (RSMs) are generated to mimic the rotorcraft performance in order to accelerate the optimisation process. The effects of the defined mission input parameters such as cruise speed, altitude, climb rate or mission length are evaluated. Pareto fronts for fuel burn, NOx emissions and mission duration are obtained. The method was applied to a hypothetical scenario of mission length ranging from 50 to 300 km. Best estimate mission scenario are selected from the Pareto fronts, providing on average 23%, 20%, and 13% simultaneous reductions in mission duration, fuel burn, and NOx emissions when compared to a conventional flight procedure. The picked scenarios coincide with the fuel optimised mission scenarios for each mission length, thus the multi-disciplinary environment was not required. Besides, an “improved” mission procedure is outlined, defining the mission characteristics independently of the mission's length. This procedure yields on average 22%, 14%, and 8% reductions in mission duration, fuel burn, and NOx emissions, respectively.

Flight Test Data Analysis of Hybrid Vertical Take-off and Landing Unmanned Aerial Vehicle

Abstract —A Hybrid Unmanned Aerial Vehicle (UAV) has both advantages of multirotor and fixed-wing UAV. This unique design leads to a more complicated airframe and control design compared to those of a conventional drone. Integrating two platform of UAV (mutirotor and fixed-wing) also requires carefully consideration to safely operate this hybrid UAV. This paper discussed the flight scenario that includes flight modes and parameters to be determined before flight. This leads to the development of the flight procedure as an important prerequisite for a successful flight.

Automated trajectory generation and airport selection for an emergency landing procedure of a CS23 aircraft

Aircraft in general aviation usually are operated in single pilot mode. Especially, in case of an incapability of the pilot to control the aircraft, an automated emergency procedure is desirable in order to reduce the risk of fatalities. The finding of a solution for an emergency landing maneuver includes preselecting possible landing sites with regard to the available aircraft capabilities and creation of feasible trajectories to these sites. A search tree in four-dimensional search space with an efficient implementation of a rapidly exploring random tree algorithm (RRT*) is created. The algorithm performance is increased by use of basic geometrical sets to construct the final route as a combination of Dubins path segments. To further reduce the route length, a gradient based local optimization routine is added after completion of the RRT* algorithm. At the moment of creation, terrain avoidance is verified and accordance with legal airspace structure is considered. An emergency procedure is created by combining a selected landing site and a flyable trajectory to this site. Each of these combinations is scored, and the most promising emergency landing procedure is chosen and delivered to flight management system of the aircraft. The flight management system controls a full-authority auto-flight system that is capable of performing en-route flight and auto-land procedures as well.

The comparison of EGNOS performance at the airports located in eastern Poland

The European Geostationary Navigation Overlay Service (EGNOS) is the first pan-European satellite navigation system. EGNOS makes GPS suitable for safety critical applications such as flying and landing an aircraft. To use EGNOS in aviation the system monitoring and validation in certain localization in needed, as well as official flight procedure design and certification. According to these rules, several GNSS/EGNOS stations located at Polish airfields are currently operational, permanently collecting EGNOS data. The newest monitoring station was established and put into operation at the Polish Air Force Academy in Dęblin in the beginning of 2016. Dęblin is situated in central-eastern part of Poland (south of Warsaw). Until recently this area was on the edge of official coverage of EGNOS services, especially Safety-of-Life (SoL) service. Latest official documents declare that theoretically the eastern part of Poland is currently fully covered with EGNOS SoL service, however this still needs to be practically confirmed. New station equipped with the newest Javad Delta-3 GNSS receiver will allow to evaluate practical quality of EGNOS in this area. The article presents preliminary results of EGNOS Safety of Life service performance in Dęblin in comparison to the results obtained in Olsztyn which is situated in north-eastern part of Poland (north of Warsaw). The main parameters characterizing navigational system i.e. accuracy, integrity, continuity and availability were analyzed in detail. The results can be the basis to assess the possibility of implementation of the EGNOS APV approach and landing procedures in Dęblin and Olsztyn.

ANALYSIS OF AIR TRAFFIC CONTROL MANAGEMENT AT AIRPORTS WITH LOW FLIGHT INTENSITY IN FOREIGN COUNTRIES

This article discusses various options for air traffic management at low flight intensity airports and airports located remotely in the North, where air traffic control service is not necessary. There are some examples of already implemented concepts in foreign countries: such as remote control tower, which allows to control air traffic, being at a considerable distance from the airport. Such a remote control tower is already put into operation at the Ornskoldsvik airport (Sweden). The prospects of this system development in other countries are observed in this article. A remote control tower will also appear in the United States in the nearest future. Also the paper considers the pros and cons of this system and its effect on flight safety. Moreover, there are given the examples of using non-towered and uncontrolled airports, where air traffic control service is not provided. This kind of airports is partly used in the USA and in New Zealand. The article describes flight procedures in the area of uncontrolled airports, including visual flight rules and instrument flight rules. We also analyze the possibilities of remote control towers and uncontrolled airports adaptation in the Russian Federation. It is a very important problem for Russia because most airports do not provide more than 10 movements per day. But air traffic control service exists in all airports.

Combining Flight Procedures Training with Mental Flexibility Training

Flightcrew decision-making is contingent upon past experiences that create a set of action patterns or scripts. However, implementing the correct script or switching from one script to another may be difficult if one does not have the mental flexibility to adapt these scripts to changing situations. The purpose of this study was to explore the effects that augmenting procedural training with mental flexibility training can have on decision-making performance. The results, although preliminary, suggest that having more than one script, regardless of mental flexibility, does indeed improve decision-making performance.

Development of Return to Base Flight Trajectory Generator Based on Dubins Path - Vector Field Method

In a Return to Base (RTB) situation, aircraft needs to immediately fly back to its origin airport. Since there is no published flight procedure for an RTB, an Air Traffic Controller (ATC) will assist the pilot for the flight procedure to fly. The objective of this work is to generate a flight trajectory in RTB situation based on the available airport flight procedures (departure and arrival) in Kertajati airport. The Dubins Path was used as a method to generate the flight trajectory and supported by the Vector-Field Methodology. The Python programming simulation was used to simulate the flight trajectory generation in the normal condition, second closest waypoint condition, and different parameters value condition. The trajectory was simulated based on flight characteristic of a single engine aircraft (Cesna 172) and multi-engine aircrafts (Boeing 737-800NG). The simulation results show that the Dubins Path and Vector-Field methodology success to generate the flight trajectory in different types of condition and parameters. The increase in aircraft velocity and the decrease in aircraft bank angle caused an increase in the aircraft turning radius. While, the decrease in aircraft flight path angle caused increase in the length of Dubins Path line.

Pre-flight validation RNAV GNSS approach procedures for EPKT in „EGNOS APV Mielec Project”

The purpose of this document is to show evidence of the work carried out as part of the pre-flight flight validation activities of one RNAV approach Instrument Flight Procedures (IFP), down to LPV minima, at Katowice Airport (EPKT). The document is a deliverable of the TEN-T funded project “Support to the EGNOS APV Operational Implementation – APV MIELEC”.