Professional Documents
Culture Documents
Slobodan Gvozdenovi
Full Professor
University of Belgrade
The Faculty of Traffic and Transport
Engineering
Ljubia Vasov
Associate Professor
University of Belgrade
The Faculty of Traffic and Transport
Engineering
Today ACARE ses the targets that drastically lower transport aircraft air
pollution. Airline must find the strategy to satisfy a new pollution standard
with the present aircraft performances and new flight techniques. The paper
sets the analysis of airline direct operating cost increase in a climb flight
phase, under the pollution reduction criterion. Presented analysis defines
airline strategy, based on real aircraft performance and real environmental
pollution constraints. In this investigation, obtained theoretical model of the
optimal climb speed schedule with altitude is presented; under the criterion
of minimum climb total cost and minimum climb pollution. Optimal climb
speed schedule is controlled by CI. In this paper is proposed a new
operative parameter PI for pollution minimization. The final result of paper
is an operative climb schedule for PI and CI. This obtained climb schedule
can be applied in any transport aircraft equipped with primary flight
instruments: altimeter, air speed indicator and Mach meter, but also in
modern turbofan transport aircrafts equipped with FMS.
Keywords: turbofan aircraft, climb schedule, pollution, minimization,
pollution index, cost index.
1. INTRODUCTION
11
(1)
FME Transactions
sin .
c.g. position do not have influence on drag value
obtained from high speed polar
The aircraft mass in the first climb segment is mcl 1.
For each climb segment i, we calculated used time tcl i,
fuel gcl i and range Xcl i. Equations which describe climb
flight are:
rate of climb or rate of h change
dh
M a
dt
(2)
(3)
1
M i 5
i
g cl i
hi
Ff i
hi 1
ROCi
dh , (i=1,..,j)
(12)
(13)
(14)
(15)
(4)
mco2
cl
3.15 g cl i
(16)
(17)
i 1
gcl gcl i
(5)
(11)
i 1
(18)
i 1
j
t cl tcl i
(6)
(19)
i 1
T n cl i - R X i
g m cl i
, (i=1,.,j)
(7)
(8)
Ki
M i a sl i
ROCi
Ff i
dh
ROC , (i=1,..,j)
mNOx cl g cli
ROCi=
hi
hi1
-2.5
3.5
2 3.5
CAS i
1 0.2
1 1 1
ao
tcl i
d M a
Rz g mcl
dmcl
Ff cl
dt
Ki
Ff i
Tncli - R Xi
g m cl i
i ArcSin
Ki
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Rcl
i 1
X cl i
1000
(20)
T n cl i - R X i
g m cl
climbing t cl .
, (i=1,..,j)
(9)
mNOx cl g cl i
i 1
, (i=1,..,j)
(10)
EINOxcl i
(21)
1000
(22)
i 1
g cl gcli
(23)
RCCi
, h =const
dRCCM i
d ln M i 0 i
M i
(29)
(24)
RCCi
, Mi=const
dRCChi
d ln hi 0
h
(30)
i1
t cl tcl
i1
(25)
(26)
After
minimum
calculate
parameter
(27)
1
published by [26].
RCCi
Ff i
ct
1
cf
3600 ROCi
ROCi
(28)
(31)
(Tncli Rxi ) M i F fi
M i K i
Mi
M i
K i M i (Tncli Rxi )
F f i M i
(32)
CI
36
F
Mi
fi
, h const .
i
CI
M
i
1
36 F f i
dh
COSTcl i ct
dh
/ 3600 cf
ROCi
ROCi
ct
cf 100
Ki hi (Tncli Rxi )
Ff i hi
hi
CI
36 Ff i
hi
+
, M i const.
CI
hi
1
36 Ff i
(33)
(34)
1000
FFcor
Ff
3.8 e0.2 M
(35)
EINOx REINOx eH
1.02
3.3
(36)
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H 19 ( 0.0063)
0.62198 Pv
Pamb Pv
(37)
Pv 0.014504 10
where denotes relative humidity (standard value
0.6), is denotes specific humidity, Pv[psi] denotes
saturation vapour pressure, Pamb[psi] is denotes ambient
pressure, Tamb [oC] ambient temperature. Exponent is
the function of ambient temperature Tamb in oC and detail
computation can be found in [2]. Analysis of BM2
shows that EINOx are the functions of flight altitude and
REINOx. For a given engine REINOx increase with
corrected fuel flow (at SL, ISA condition) increase as
shown in Figure 4. Other elements of (34) are related to
flight altitude or ambient pressure and ambient
temperature. Using the standard value of pollution
cleaning cost [5], we can calculate cost associated with
air pollution. As our aim is to achieve operational
application results of this analysis, we should adapt
them for the application in FMS, as suggested by [1].
After rearranging conditions for the minimum pollution
cost, we can develop new parameter, rate of climb
pollution cost, RCPC in [ USD m ] (Rate of Climb
Pollution Cost) shown in (39), derived form (38).
VOL. 41, No 1, 2013 17
dh EINOxcl i
cpNOx dh
COSTpcl i Ff cl i
hi
ROCi 1000
(38)
hi1 cpCO
F
f cl i
2
3.15
dh
hi
1000
ROC
i
hi1
RCPCi
c pCO2
Ff cl i EINOxcl i
c pNOx
3.15 (39)
ROCi 1000
1000
Ffi
RCPCi
Tni Rxi
M i asl i ( G )
Ki
1000
1000
(40)
(41)
h
i
(42)
(43)
AFi 0 .
(44)
c pNOx
c pCO2
(45)
( Tni Rxi )
M i F f i
M K i
Mi
1 i
M i
F f i M i
K i M i ( Tni Rxi )
EINOxcl i PI 3.15
Mi
,
M i
EINOxcl i PI 3.15
(46)
hi const
hi Ff i
h K
hi
(Tni Rxi )
1 i i
Ff i hi
Ki hi (Tni Rxi )
hi
EINOxcl i PI 3.15 (47)
hi
,
hi
EINOxcl i PI 3.15
M i const
FME Transactions
FME Transactions
9. RESULTS OF ANALYSIS
Figure 13. Mass of CO2 and NOx emission for climb flight
complete with different climb techniques
Figure 14. Mass of fuel and elapsed time for en route flight
complete with different climb techniques
FME Transactions
COST
100 COSTenroute j
100 (48)
min COSTenroute j; j FL200,..,FL320
COST
100 COSTenroute j
100 (48)
min COSTenroute j; j FL200,..,FL320
COSTp
100 COSTp
min COSTp
j; j FL200,..,FL320
100 (50)
100 (49)
C p enroute
min
TOC
(50)
FME Transactions
NOMENCLATURE
ICAO
ACARE
AFM
ISA
MCL
PEM
EASA
EINOx
FAA
International
Civil
Aviation
Organization
Advisory Council of Aeronautical
Research in Europe
Aircraft Flight Manual
International Standard Atmosphere
Maximum Climb Thrust
Performance Engineers Manual
European Aviation Safety Agency
Emission index, [g NOx / kg fuel]
Federal Aviation Authority
VOL. 41, No 1, 2013 23
FMS
FF
PI
CI
CAS
COST
TOC
TOD
DCI
COSTp
COSTenroute
G
gf
S
hco
h
M
SL
Tn
t
, ,
ACARE je
.
-
.
,
.
-
,
.
.
CI.
PI
.
PI CI.
,
: ,
ach ,
FMS .
FME Transactions