Aircraft trajectory simulator using a three degrees of freedom aircraft point mass model

Aircraft Operators Companies (AOCs) are always willing to keep the cost of a flight as low as possible. These costs could be modelled using a function of the fuel consumption, time of flight and fixed cost (over flight cost, maintenance, etc.). These are strongly dependant on the atmospheric conditions, the presence of winds and the aircraft performance. For this reason, much research effort is being put in the development of numerical and graphical techniques for defining the optimal trajectory. This paper presents a different approach to accommodate AOCs preferences, adding value to their activities, through the development of a tool, called aircraft trajectory simulator. This tool is able to simulate the actual flight of an aircraft with the constraints imposed. The simulator is based on a point mass model of the aircraft. The aim of this paper is to evaluate 3DoF aircraft model errors with BADA data through real data from Flight Data Recorder FDR. Therefore, to validate the proposed simulation tool a comparative analysis of the state variables vector is made between an actual flight and the same flight using the simulator. Finally, an example of a cruise phase is presented, where a conventional levelled flight is compared with a continuous climb flight. The comparison results show the potential benefits of following user-preferred routes for commercial flights.

Improving simulation of soil water balance using lysimeter observations in a semiarid climate.

Water balance simulation in cropping systems is a very useful tool to study how water can be used efficiently. However this requires that models simulate an accurate water balance. Comparing model results with field observations will provide information on the performance of the models. The objective of this study was to test the performance of DSSAT model in simulating the water balance by comparing the simulations with observed measurements. The soil water balance in DSSAT uses a one dimensional ?tipping bucket? soil water balance approach where available soil water is determined by the drained upper limit (DUL), lower limit (LL) and saturated water content (SAT). A continuous weighing lysimeter was used to get the observed values of drainage and evapotranspiration (ET). An automated agrometeorological weather station close to the lisymeter was also used to record the climatic data. The model simulated accurately the soil water content after the optimization of the soil parameters. However it was found the inability of the model to capture small changes in daily drainage and ET. For that reason simulated cumulative values had larger errors as the time passed by. These results suggested the need to compare outputs of DSSAT and some hydrological model that simulates soil water movement with a more mechanistic approach. The comparison of the two models will allow us to find which mechanism can be modified or incorporated in DSSAT model to improve the simulations.

Analysis of the geometric altimetry to support aircraft optimal trajectories within the future 4d trajectory management

Over the past few years, the common practice within air traffic management has been that commercial aircraft fly by following a set of predefined routes to reach their destination. Currently, aircraft operators are requesting more flexibility to fly according to their prefer- ences, in order to achieve their business objectives. Due to this reason, much research effort is being invested in developing different techniques which evaluate aircraft optimal trajectory and traffic synchronisation. Also, the inefficient use of the airspace using barometric altitude overall in the landing and takeoff phases or in Continuous Descent Approach (CDA) trajectories where currently it is necessary introduce the necessary reference setting (QNH or QFE). To solve this problem and to permit a better airspace management born the interest of this research. Where the main goals will be to evaluate the impact, weakness and strength of the use of geometrical altitude instead of the use of barometric altitude. Moreover, this dissertation propose the design a simplified trajectory simulator which is able to predict aircraft trajectories. The model is based on a three degrees of freedom aircraft point mass model that can adapt aircraft performance data from Base of Aircraft Data, and meteorological information. A feature of this trajectory simulator is to support the improvement of the strategic and pre-tactical trajectory planning in the future Air Traffic Management. To this end, the error of the tool (aircraft Trajectory Simulator) is measured by comparing its performance variables with actual flown trajectories obtained from Flight Data Recorder information. The trajectory simulator is validated by analysing the performance of different type of aircraft and considering different routes. A fuel consumption estimation error was identified and a correction is proposed for each type of aircraft model. In the future Air Traffic Management (ATM) system, the trajectory becomes the fundamental element of a new set of operating procedures collectively referred to as Trajectory-Based Operations (TBO). Thus, governmental institutions, academia, and industry have shown a renewed interest for the application of trajectory optimisation techniques in com- mercial aviation. The trajectory optimisation problem can be solved using optimal control methods. In this research we present and discuss the existing methods for solving optimal control problems focusing on direct collocation, which has received recent attention by the scientific community. In particular, two families of collocation methods are analysed, i.e., Hermite-Legendre-Gauss-Lobatto collocation and the pseudospectral collocation. They are first compared based on a benchmark case study: the minimum fuel trajectory problem with fixed arrival time. For the sake of scalability to more realistic problems, the different meth- ods are also tested based on a real Airbus 319 El Cairo-Madrid flight. Results show that pseudospectral collocation, which has shown to be numerically more accurate and computa- tionally much faster, is suitable for the type of problems arising in trajectory optimisation with application to ATM. Fast and accurate optimal trajectory can contribute properly to achieve the new challenges of the future ATM. As atmosphere uncertainties are one of the most important issues in the trajectory plan- ning, the final objective of this dissertation is to have a magnitude order of how different is the fuel consumption under different atmosphere condition. Is important to note that in the strategic phase planning the optimal trajectories are determined by meteorological predictions which differ from the moment of the flight. The optimal trajectories have shown savings of at least 500 [kg] in the majority of the atmosphere condition (different pressure, and temperature at Mean Sea Level, and different lapse rate temperature) with respect to the conventional procedure simulated at the same atmosphere condition.This results show that the implementation of optimal profiles are beneficial under the current Air traffic Management (ATM).

Sensitivity of a distributed temperature-radiation index melt model based on AWS observations and surface energy balance fluxes, Hurd Peninsula glaciers, Livingston Island, Antarctica

We use an automatic weather station and surface mass balance dataset spanning four melt seasons collected on Hurd Peninsula Glaciers, South Shetland Islands, to investigate the point surface energy balance, to determine the absolute and relative contribution of the various energy fluxes acting on the glacier surface and to estimate the sensitivity of melt to ambient temperature changes. Long-wave incoming radiation is the main energy source for melt, while short-wave radiation is the most important flux controlling the variation of both seasonal and daily mean surface energy balance. Short-wave and long-wave radiation fluxes do, in general, balance each other, resulting in a high correspondence between daily mean net radiation flux and available melt energy flux. We calibrate a distributed melt model driven by air temperature and an expression for the incoming short-wave radiation. The model is calibrated with the data from one of the melt seasons and validated with the data of the three remaining seasons. The model results deviate at most 140 mm w.e. from the corresponding observations using the glaciological method. The model is very sensitive to changes in ambient temperature: a 0.5 ◦ C increase results in 56 % higher melt rates.

Surface velocity and mass balance of Livingston Island ice cap, Antarctica

The mass budget of the ice caps surrounding the Antarctica Peninsula and, in particular, the partitioning of its main components are poorly known. Here we approximate frontal ablation (i.e. the sum of mass losses by calving and submarine melt) and surface mass balance of the ice cap of Livingston Island, the second largest island in the South Shetland Islands archipelago, and analyse variations in surface velocity for the period 2007–2011. Velocities are obtained from feature tracking using 25 PALSAR-1 images, and used in conjunction with estimates of glacier ice thicknesses inferred from principles of glacier dynamics and ground-penetrating radar observations to estimate frontal ablation rates by a flux-gate approach. Glacier-wide surface mass-balance rates are approximated from in situ observations on two glaciers of the ice cap. Within the limitations of the large uncertainties mostly due to unknown ice thicknesses at the flux gates, we find that frontal ablation (−509 ± 263 Mt yr−1, equivalent to −0.73 ± 0.38 m w.e. yr−1 over the ice cap area of 697 km2) and surface ablation (−0.73 ± 0.10 m w.e. yr−1) contribute similar shares to total ablation (−1.46 ± 0.39 m w.e. yr−1). Total mass change (δM = −0.67 ± 0.40 m w.e. yr−1) is negative despite a slightly positive surface mass balance (0.06 ± 0.14 m w.e. yr−1). We find large interannual and, for some basins, pronounced seasonal variations in surface velocities at the flux gates, with higher velocities in summer than in winter. Associated variations in frontal ablation (of ~237 Mt yr−1; −0.34 m w.e. yr−1) highlight the importance of taking into account the seasonality in ice velocities when computing frontal ablation with a flux-gate approach.

Multiple solutions and numerical analysis to the dynamic and stationary models coupling a delayed energy balance model involving latent heat and discontinuous albedo with a deep ocean

We study a climatologically important interaction of two of the main components of the geophysical system by adding an energy balance model for the averaged atmospheric temperature as dynamic boundary condition to a diagnostic ocean model having an additional spatial dimension. In this work, we give deeper insight than previous papers in the literature, mainly with respect to the 1990 pioneering model by Watts and Morantine. We are taking into consideration the latent heat for the two phase ocean as well as a possible delayed term. Non-uniqueness for the initial boundary value problem, uniqueness under a non-degeneracy condition and the existence of multiple stationary solutions are proved here. These multiplicity results suggest that an S-shaped bifurcation diagram should be expected to occur in this class of models generalizing previous energy balance models. The numerical method applied to the model is based on a finite volume scheme with nonlinear weighted essentially non-oscillatory reconstruction and Runge–Kutta total variation diminishing for time integration.