'According to ICAO Doc 9931, a Continuous Descent Operation is an operation, enabled by airspace design, procedure design and ATC facilitation, in which an arriving aircraft descends continuously, to the greatest extent possible, by employing minimum engine thrust, ideally in a low drag configuration, prior to the final approach fix.
One of the main drawbacks of CDOs is their negative impact in airport/airspace capacity if current separation procedures are used. Thus, at present CDOs are usually flown during hours of low traffic demand in order to minimize ATC instructions leading to trajectory deviations and consequently to non-optimal operations. The Multi Parameter Guidance with Time and Energy Managed Operations (MPG-TEMO) is a novel Flight Management System (FMS) function developed in the framework of CleanSky that proposes to introduce strict time constraints in the CDO trajectory in order to give the ATC a powerful tool to cope with separation issues.
As stated in the call for tenders, the aim of this activity is to help define, prepare, perform and analyse two flight simulator experiments, which will be a prerequisite to the Flight-Test. Furthermore, the partner is supposed to support the a7c integration process prior to the Flight Test and with the final test result analyis.
One of the key aspects of the proposed solution is to focus first efforts of the project in identifying the main changes that bring MTG TEMO to the CDO standard procedure, in order to early draft the main operational, safety and certification issues that must be taken into account during the project. To do so, the leader of this consortium has sought the participation of the UPC Department that has been involved in the previous MTG TEMO projects for the CSJU.
Extensive background of proposed engineers, researchers, as well as, Pilot Manager and flight crew ensure early identification of problems and valuable solutions proposition while fulfilling CSJU project objectives.'
'In the conventional aircraft approach the aircraft receives clearance from Air Traffic Control to descent from the bottom level of the holding stack to a given altitude where it would fly level until intercepting the 3 degree glidepath to the runway. In this flight level segment the aircraft requires additional engine power to maintain constant speed, resulting in an increase of fuel consumption and noise.
A new approach procedure called Continuous Descent Approach (CDA) has been developed and is becoming widespread. In CDA procedures the aircraft stays higher for longer and then descends continuously, avoiding level segments, to the intercept point of the 3 degree glidepath. The CDA approaches reduce fuel consumption, CO2 and NOx emissions as well as noise levels.
To take full advantage of CDA approaches, the continuous descent paths can be optimized to decrease even more the fuel consumption and noise and pollutant emissions. This proposal addresses an onboard fast optimiser for continuous descent approaches which calculates descent profiles minimizing the use of engine thrust and speed brakes while meeting ATC time requirements and maintaining airport landing capacity.
To ensure a successful development of the fast optimiser, the Fastop proposal has been written by a consortium with remarkable parties skills that cover all the mathematical, programming and management needs required by the topic.'