Environmental Optimization of Aircraft Departures: Fuel Burn, Emissions, and Noise (2013) / Chapter Skim
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5 This chapter discusses the framework for initiating and developing the research, including key terminology, a summary of the literature review, and a qualitative discussion of departure NAPs. This background information provides the foundation for the analytical assessments and methods presented in Chapters 3 and 4.
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6Distant (ICAO – B/Noise 2)
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7 • Little of the research addresses the environmental impacts of future aircraft technology such as that described under NextGen, CLEEN, and the NASA Fundamental Aeronautics Research Program (i.e., N+1, N+2, and N+3 generation aircraft)
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Community Noise Local Emissions Fuel Burn Runway Throughput Airspace Capacity Weighted Score 1 Optimized ground track which avoids noise sensitive locations ++ +/- - - -- 0 Now Prats 2008; LGA; BOS; SFO Distribute ground tracks over area (fanning) +/- +/- +/- + + +2 Now Capozzi 2003 PHL; EWR; MSP RNAV/RNP overlays of SIDs +/- +/- +/- + + +2 Now Mayer 2008 DFW, ATL Preferential routing for low-noise jet aircraft + +/- +/- + + +4 NextGen Rachami 2008, JPDO 2007 NADP 1 Close-in procedure + - - - - -2 Now ICAO 2007; PBI, SNA NADP 2 Distant procedure +/- +/- + + + +3 Now ICAO 2007; MSP Climb over unpopulated land or water near airport to gain altitude ++ - - +/- - +1 Now BOS Temporal Vary ground tracks by time-of-day ++ +/- +/- - - +2 Now Prats 2008; SDF Single-engine taxi + + + 0 0 +4 Now Preferential runway system ++ +/- +/- - -- -1 Now Heblij and Winjen 2008; BUF, LGA, SFO Automated thrust reduction for NADP 1 ++ - - - - 0 Now + 5 Years Forsyth 2009; SNA Low-noise and emissions engines ++ ++ ++ 0 0 +8 5 - 10 Years Rachami 2008 Trajectory-Based Operations (TBO)
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Ground Track Procedures NAP Benefits Drawbacks Implementation Control Optimized ground track which avoids noise-sensitive locations ▪ Contains noise exposure to specific areas, and avoids noise-sensitive receptors ▪ Can optimize procedure to minimize noiseexposed population ▪ May concentrate noise in selected areas ▪ Not always possible to avoid all populated areas ▪ May cause reduction in airspace capacity if path is not optimal ▪ May cause increase in fuel burn and emissions if path is not optimal ▪ Recommend: Airports (via planning studies) ▪ Implement: FAA Distribute ground tracks over area (fanning)
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Profile Procedures NAP Benefits Drawbacks Implementation Control NADP 1 Close-in procedure ▪ Redistributes noise away from areas near the airport (from brake release to 5-10 miles away depending on aircraft type) ▪ Tradeoff of larger noise reduction than corresponding noise increase farther from airport ▪ Useful where ground tracks cannot be changed ▪ When compared to NADP2, lower NOx ▪ Airlines and most airports prefer NADP 2 (distant procedure)
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Temporal NAP Benefits Drawbacks Implementation Control Vary ground tracks by timeof-day ▪ Flexibility to reduce noise during sensitive periods such as nighttime ▪ Typically lower traffic levels at nighttime, thus low impact on capacity ▪ Minimize reductions in capacity by implementing only at certain times of day ▪ Noise abatement flight tracks may be longer and increase fuel burn and emissions ▪ Recommend: Airports (via planning studies) ▪ Implement: FAA Ground-Based Operational Measures NAP Benefits Drawbacks Implementation Control Single-engine taxi ▪ Reduced noise during taxi ▪ Reduced fuel burn and emissions ▪ No benefit to runway or airspace capacity ▪ FAA safety concerns at some airports ▪ Recommend: Airports ▪ Implement: Airlines and Operators Preferential runway system ▪ Minimize noise by directing flights towards less sensitive areas ▪ Can implement at specific times such as nighttime, when traffic levels are lower ▪ Decrease in airspace capacity compared to most optimal configuration ▪ May increase fuel burn and emissions if distance to departure fix is increased ▪ Recommend: Airport ▪ Implement: FAA Aircraft/ATC Technology Measures NAP Benefits Drawbacks Implementation Control Automated thrust reduction for NADP 1 ▪ Optimal use of NADPs which reduce noise at sensitive locations ▪ Provides automatic cutback to minimum required thrust at specific user selected altitude or noise-sensitive location on ground ▪ Technology under development/ not widely in use; will take time for operators to upgrade fleets ▪ Tradeoff of noise close and distant from airport ▪ Implement: Manufacturers and Airlines Low-noise and emissions engines ▪ Decreases noise and emissions impacts throughout all phases of flight ▪ Engines also consume less fuel ▪ Although under development, not currently available ▪ Will take time for operators to upgrade fleets ▪ No inherent effect on capacity, unless preferential routing is possible ▪ Implement: Manufacturers and Airlines Trajectory-based operations (TBO)
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Ground Track Profile Temporal/Traffic Level Ground-Based Operations Aircraft/ATC Tech Ground Track Profile NADP 1 or 2, to reduce effect of increased noise in new areas due to changed ground track Temporal/Traffic Level Combine ground track with peak demand procedures NADP 1 or 2, to reduce effect of increased noise Ground-Based Operations Queue aircraft according to lownoise versus existing types to more efficiently route aircraft on ground tracks NADP can add to environmental benefits of ground-based operations Implement preferential runways on a time of day basis, depending on demand and noise sensitivity Aircraft/ATC Tech In future, low-noise engine technology can allow for smaller increase in noise and more-direct routing Automated thrust reduction for NADP 1 In future, low-noise engine technology can allow for smaller increase in noise Preferential routing for lownoise aircraft to increase capacity Table 2-3. NAP combinations matrix.
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13 used by many operators) ; RNAV/RNP overlays of SIDs (which have high benefits to airspace and runway capacity but mixed environmental benefits)
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