Table 34: Options according to the time calculated.
.Tsched ADEP-ADES = .Tinv ADEP-ADES Take flight legs (Latitude, longitude, altitude, time)
.Tsched ADEP-ADES < .Tinv ADEP-ADES Recalculate time of arrival: tsched arrival = tsched departure +/-.Tinv ADEP-ADES Take flight legs (Latitude, longitude, altitude, time)
.Tsched ADEP-ADES > .Tinv ADEP-ADES
.Tsched ADEP-ADES Variation of time between the arrival time and the departure time for the schedule data
.Tinv ADEP-ADES Variation of time between the arrival time and the departure time for the inventory data
ADEP Airport of departure
ADES Airport of destination
tsched arrival Time of arrival of schedule data
tsched departure Time of departure of schedule data
Case B: the aircraft type is different
In the case where the aircraft type is not present for the city-pair studied, the aircraft type would be replaced by an equivalent one for whom a trajectory exists. The replacement will be based on the aircraft grouping explained in Phase 2 Paragraph 6. If several aircraft types are available, the aircraft type selected will be the one with a trajectory having the closest departure time.
9.3. Method 2: Profile-based trajectory
Method 2 allows creating a trajectory to a flight whose city-pair is not listed in the AMOC-ETMS inventory. The method is based on aircraft profiles derived from ETMS radar data.
ETMS data were selected as they are based on measured latitude, longitude, flight level
and speed. Therefore they seemed the most appropriate data set to use compared to
AMOC trajectories, which follow fixed flight routes and profiles derived from aircraft
performance tables and not from real flight trajectories.
The method starts with the identification of the aircraft type mentioned in the schedule
data and also present in the AMOC-ETMS inventory. The method is divided into 3 main
steps:
Preparation of the data in the AMOC-ETMS inventory.
Grouping of the aircraft types mentioned in the AMOC-ETMS inventory.
Characterization of the aircraft type class by its maximum flight level and ground speed,
by its flight level and speed profile for departure and arrival.
Creation of city-pair flight routes. Implementation of the trajectory.
Preparation of the data in the AMOC-ETMS inventory
0 Grouping of the aircraft type
It was decided to derive average profiles for the most common types of aircrafts. Other aircrafts were grouped with a common aircraft type as explained in Phase2 Paragraph 6.
0 Characterization of the aircraft type class:
In order to characterize the aircrafts, profiles were drawn for determining their performances. Three types of profiles were drawn for each type of equivalent aircraft:
.
One for identifying the maximum flight level and maximum ground speed.
.
One for assessing the flight level and speed during the departure phase.
.
One for assessing the flight level and speed during the arrival phase.
The first graph is created showing the total flight distance on the horizontal axis and the average maximum flight level and maximum ground speed on the vertical axis. The total distance is calculated by adding all Great Circle distance between flight legs from the airport of departure to the airport of arrival.
The second graph is created showing the progressive flight distance on the horizontal axis and the average flight level and ground speed on the vertical axis. Separate graphs are created for the different flight ranges (e.g. 0 to 200 nm, 200 to 500, 500 to 1000 nm, 1000 plus nm). The assumption is made that for an aircraft type the profile for a short flight might be different than that for a long flight. The progressive distance is the distance traveled by the aircraft from the departure airport to its given flight position. For the first flight point the progressive distance is the distance calculated between that point and the departure airport. The second progressive distance is the progressive distance of the first point plus the distance to the first point. The process is repeated until the last position point of the flight is reached. For the arrival profiles (third graph), the horizontal axis is the progressive distance (negative numbers) to the arrival airport and the vertical axis is the average flight level and ground speed.
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本文链接地址：AERO2K Flight Movement Inventory Project Report(30)
