Optimization of RNAV noise abatement arrival trajectories

Aerospace Engineerin

AIRNOISE: A Tool for Preliminary Noise-Abatement Terminal Approach Route Design

Noise from aircraft in the airport vicinity is one of the leading aviation-induced environmental issues. The FAA developed the Integrated Noise Model (INM) and its replacement Aviation Environmental Design Tool (AEDT) software to assess noise impact resulting from all aviation activities. However, a software tool is needed that is simple to use for terminal route modification, quick and reasonably accurate for preliminary noise impact evaluation and flexible to be used for iterative design of optimal noise-abatement terminal routes. In this paper, we extend our previous work on developing a noise-abatement terminal approach route design tool, named AIRNOISE, to satisfy this criterion. First, software efficiency has been significantly increased by over tenfold using the C programming language instead of MATLAB. Moreover, a state-of-the-art high performance GPU-accelerated computing module is implemented that was tested to be hundreds time faster than the C implementation. Secondly, a Graphical User Interface (GUI) was developed allowing users to import current terminal approach routes and modify the routes interactively to design new terminal approach routes. The corresponding noise impacts are then calculated and displayed in the GUI in seconds. Finally, AIRNOISE was applied to Baltimore-Washington International Airport terminal approach route to demonstrate its usage

Multi-objective optimisation of aircraft flight trajectories in the ATM and avionics context

The continuous increase of air transport demand worldwide and the push for a more economically viable and environmentally sustainable aviation are driving significant evolutions of aircraft, airspace and airport systems design and operations. Although extensive research has been performed on the optimisation of aircraft trajectories and very efficient algorithms were widely adopted for the optimisation of vertical flight profiles, it is only in the last few years that higher levels of automation were proposed for integrated flight planning and re-routing functionalities of innovative Communication Navigation and Surveillance/Air Traffic Management (CNS/ATM) and Avionics (CNS+A) systems. In this context, the implementation of additional environmental targets and of multiple operational constraints introduces the need to efficiently deal with multiple objectives as part of the trajectory optimisation algorithm. This article provides a comprehensive review of Multi-Objective Trajectory Optimisation (MOTO) techniques for transport aircraft flight operations, with a special focus on the recent advances introduced in the CNS+A research context. In the first section, a brief introduction is given, together with an overview of the main international research initiatives where this topic has been studied, and the problem statement is provided. The second section introduces the mathematical formulation and the third section reviews the numerical solution techniques, including discretisation and optimisation methods for the specific problem formulated. The fourth section summarises the strategies to articulate the preferences and to select optimal trajectories when multiple conflicting objectives are introduced. The fifth section introduces a number of models defining the optimality criteria and constraints typically adopted in MOTO studies, including fuel consumption, air pollutant and noise emissions, operational costs, condensation trails, airspace and airport operations

On the generation of environmentally efficient flight trajectories

To achieve a sustainable future for air transport, the International Civil Aviation Organization has proposed goals for reductions in community noise impact, local air quality and climate impacting emissions. The goals are intended to be achieved through advances in engine design, aircraft design and through improvements in aircraft operational procedures. This thesis focuses on operational procedures, and considers how trajectory generation methods can be used to support flight and airspace planners in the planning and delivery of environmentally efficient flight operations. The problem of planning environmentally efficient trajectories is treated as an optimal control problem that is solved through the application of a direct method of trajectory optimisation combined with a stochastic Non Linear Programming (NLP) solver. Solving the problem in this manner allows decision makers to explore the relationships between how aircraft are operated and the consequent environmental impacts of the flights. In particular, this thesis describes a multi-objective optimisation methodology intended to support the planning of environmentally efficient climb and descent procedures. The method combines environmental, trajectory and NLP methods to generate Pareto fronts between several competing objectives. It is shown how Pareto front information can then be used to allow decision makers to make informed decisions about potential tradeoffs between different environmental goals. The method is demonstrated through its application to a number of real world, many objective procedure optimisation studies. The method is shown to support in depth analysis of the case study problems and was used to identify best balance procedure characteristics and procedures in an objective, data driven approach not achievable through existing methods. Driven by operator specific goals to reduce CO2 emissions, work in this thesis also looks at trajectory based flight planning of CO2 efficient trajectories. The results are used to better understand the impacts of ATM constraints and recommended procedures on both the energy management and fuel efficiency of flights. Further to this, it is shown how trajectory optimisation methods can be applied to the analysis of conventional assumptions on fuel efficient aircraft operations. While the work within is intended to be directly relevant to the current air traffic management system, both consideration and discussion is given over to the evolution and continued relevance of the work to the Single European Sky trajectory based concept of operation