Academic literature on the topic 'Aircraft Reachable Ground Footprint'
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Journal articles on the topic "Aircraft Reachable Ground Footprint"
1
Albaali, Abdul Ghani, Rita Haddad, Motasem Saidan, and Majid Zeki Hameed. "Carbon Footprint of Royal Jordanian Airlines Ground and Air Operations." Journal of Public Administration and Governance 2, no. 4 (November 11, 2012): 11. http://dx.doi.org/10.5296/jpag.v2i4.2663.
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Aviation is different from other energy-using activities. Currently it makes about 2% of the global CO2 emission but it is rising fast. This will negatively affecting on the environment and urges us to pay more attention to the risks of travelling on environment The principal aviation emissions include the greenhouse gases carbon dioxide (CO2), water vapor (H2O), nitrogen oxides (NOx), sulphur oxides (SOx), and soot. The emissions affect the climate through various mechanisms. CO2 has a long atmospheric residence time of about 100 years. It is well mixed throughout the atmosphere and affects the global climate as a green house gas. Aircraft engines represent an increasing and potent source of greenhouse gas emissions, due in part to the unprecedented growth in air travel. This study highlights for the first time the importance and carbon footprint of Royal Jordanian Airlines aircraft fuel in producing CO₂ airborne emissions as well as emissions generated during the flight due to the use of wide variety of products and equipment.
2
Baxter, Glenn. "Assessing the Carbon Footprint and Carbon Mitigation Measures of a Major Full-Service Network Airline: A Case Study of Singapore Airlines." International Journal of Environment, Agriculture and Biotechnology 7, no. 5 (2022): 081–107. http://dx.doi.org/10.22161/ijeab.75.9.
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In this qualitative longitudinal case study, Singapore Airlines carbon footprint is examined for the period covering the company’s 2010/11 to 2021/22 financial years. The study’s qualitative data was examined by document analysis. The case study found that Singapore Airline’s carbon footprint is comprised of its Scope 1 direct emissions that are produced from the provision of its passenger and air cargo services together with the carbon dioxide (CO2) emission produced from the ground service equipment and vehicles used in its ground operations. The carbon footprint also includes its Scope 2 indirect emissions, which are produced from the airline’s consumption of electricity at its Singapore hub. Singapore Airlines has implemented a very comprehensive environmental policy and has pledged to achieve net zero carbon emissions by 2050. The largest source of carbon dioxide (CO2) emissions is from the airline’s passenger services. Singapore Airlines has implemented extensive carbon dioxide (CO2) emissions reduction measures that have focused on the reduction in aircraft weight, and highly efficient fuel management procedures. Other key carbon dioxide (CO2) emissions reduction measures include improved operational procedures, the optimization of air space management in collaboration with key air traffic control agencies, the use of cleaner energy vehicles, an extensive range of energy efficiency measures in its buildings and facilities, the use of sustainable aviation fuels, and the use of more energy efficient ground power sources. In addition, the acquisition and operation of the state-of-the art, next generation aircraft, such as the Airbus A350-900XWB and the Boeing 787-10 have helped the airline to mitigate its carbon footprint.
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Gautam, Deepak, Christopher Watson, Arko Lucieer, and Zbyněk Malenovský. "Error Budget for Geolocation of Spectroradiometer Point Observations from an Unmanned Aircraft System." Sensors 18, no. 10 (October 15, 2018): 3465. http://dx.doi.org/10.3390/s18103465.
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We investigate footprint geolocation uncertainties of a spectroradiometer mounted on an unmanned aircraft system (UAS). Two microelectromechanical systems-based inertial measurement units (IMUs) and global navigation satellite system (GNSS) receivers were used to determine the footprint location and extent of the spectroradiometer. Errors originating from the on-board GNSS/IMU sensors were propagated through an aerial data georeferencing model, taking into account a range of values for the spectroradiometer field of view (FOV), integration time, UAS flight speed, above ground level (AGL) flying height, and IMU grade. The spectroradiometer under nominal operating conditions (8 ∘ FOV, 10 m AGL height, 0.6 s integration time, and 3 m/s flying speed) resulted in footprint extent of 140 cm across-track and 320 cm along-track, and a geolocation uncertainty of 11 cm. Flying height and orientation measurement accuracy had the largest influence on the geolocation uncertainty, whereas the FOV, integration time, and flying speed had the biggest impact on the size of the footprint. Furthermore, with an increase in flying height, the rate of increase in geolocation uncertainty was found highest for a low-grade IMU. To increase the footprint geolocation accuracy, we recommend reducing flying height while increasing the FOV which compensates the footprint area loss and increases the signal strength. The disadvantage of a lower flying height and a larger FOV is a higher sensitivity of the footprint size to changing distance from the target. To assist in matching the footprint size to uncertainty ratio with an appropriate spatial scale, we list the expected ratio for a range of IMU grades, FOVs and AGL heights.
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El-Madany, T., H. Geiß, A. Schmidt, and O. Klemm. "Regionalization of turbulent fluxes by combining aircraft measurements with footprint analysis." Biogeosciences Discussions 6, no. 4 (July 14, 2009): 7017–51. http://dx.doi.org/10.5194/bgd-6-7017-2009.
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Abstract. This paper presents a method for the regionalization of turbulent fluxes by combining airborne flux measurements and footprint analysis. Eddy covariance measurements were performed with a small environmental research aircraft in May 2008 over the "Münsterland" region in northwest Germany. This region is dominated by agricultural patches that are typically a few hectares in size. An analytic footprint model was tested and applied to relate the fluxes, as measured on the aircraft during day time conditions, to different vegetation types on the ground. The geo referenced footprint areas were merged with high resolution land use data (30×30 m), resulting in a quantification of different land use types inside the respective footprints. The fluxes of the sampled area in the Münsterland of 1510 km2 were scaled up to the area of the "Westfälische Bucht" (6054 km2), since the land use composition are comparable to a large extent. The mean fluxes calculated of 99 flight segments and used for the regionalization were found −0.69 mg m−2 s−1 for carbon dioxide and +0.17 g m−2 s−1 for water vapor.
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Vellinga, O. S., R. W. A. Hutjes, J. A. Elbers, A. A. M. Holtslag, and P. Kabat. "Regional carbon dioxide and energy fluxes from airborne observations using flight-path segmentation based on landscape characteristics." Biogeosciences Discussions 6, no. 6 (November 11, 2009): 10479–517. http://dx.doi.org/10.5194/bgd-6-10479-2009.
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Abstract. This paper presents an analysis of regional fluxes obtained with a small aircraft over heterogeneous terrain in the South West of France, during the large scale field experiment CERES'07. We use a method combining variable flight-path segmentation with basic airborne footprint analysis. The segmentation is based on topography, land use and soil type, using a.o. satellite imagery and digital maps. The segments are delineated using an average footprint length, based on all flights, and segment lengths, which are variable in space but not in time. The method results in segment averaged carbon and energy fluxes, which are shown to be representative of regional fluxes. Our analysis is focussed on the carbon dioxide, heat and evaporative fluxes around solar noon. We will show that spatial and seasonal variations in the fluxes can be linked to the underlying landscape. In addition, a comparison between the airborne data and ground flux data is made to support our results. However, due to the incompleteness of ground data for some predominant vegetation types (even in such a data dense context), upscaling of ground data to regional fluxes was not possible. Without the comparison, we are still able to demonstrate that aircraft can provide direct and meaningful estimates of regional fluxes of energy and carbon dioxide.
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Vellinga, O. S., B. Gioli, J. A. Elbers, A. A. M. Holtslag, P. Kabat, and R. W. A. Hutjes. "Regional carbon dioxide and energy fluxes from airborne observations using flight-path segmentation based on landscape characteristics." Biogeosciences 7, no. 4 (April 21, 2010): 1307–21. http://dx.doi.org/10.5194/bg-7-1307-2010.
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Abstract. This paper presents an analysis of regional fluxes obtained with a small aircraft over heterogeneous terrain in the south-west of France, during the large scale field experiment CERES'07. We use a method combining variable flight-path segmentation with basic airborne footprint analysis. The segmentation is based on topography, land use and soil type, using a.o. satellite imagery and digital maps. The segments are delineated using an average footprint length, based on all flights, and segment lengths, which are variable in space but not in time. The method results in segment averaged carbon and energy fluxes, which are shown to be representative of regional fluxes. Our analysis is focussed on carbon dioxide, heat and evaporative fluxes around solar noon. We will show that spatial and seasonal variations in the fluxes can be linked to the underlying landscape. In addition, a comparison between the airborne data and ground flux data is made to support our results. However, due to the incompleteness of ground data for some predominant vegetation types (even in such a data dense context), upscaling of ground data to regional fluxes was not possible. Without the comparison, we are still able to demonstrate that aircraft can provide direct and meaningful estimates of regional fluxes of energy and carbon dioxide.
7
Lents, Charles E. "Hybrid Electric Propulsion." Mechanical Engineering 142, no. 06 (June 1, 2020): 54–55. http://dx.doi.org/10.1115/1.2020-jun5.
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Abstract Electrified propulsion holds the promise of reducing aviation’s CO2 emissions footprint through three means: access to green grid electric energy, improvements in aircraft performance through new airframe and propulsion system architectures and enabling further optimization of the gas turbine cycle. Charging an aircraft battery pack with green electric energy and using this energy to drive electric propulsors results in a zero emissions vehicle. This is practical for light aircraft and short missions. Boosting a Jet-A burning gas turbine with green electric energy (again stored in a ground charged battery), in either a parallel or series turbo-electric architecture can yield a net reduction in CO2 emissions, as long as the fuel burn required to carry the weight of a discharged battery pack does not overcome the reduction in fuel burn afforded by the ground charged battery. Several studies have indicated that a net savings is possible with cell level energy densities approach ∼ 500 whr/kg, a reasonable target for the 2030 time frame. Electrified propulsion can also enable unique aircraft configurations, employing a veryhigh efficiency prime mover (gas turbine) designed for running only a generator at peak efficiency, and/or distributing the propulsors throughout the aircraft, for improvement in L/D and propulsive efficiency.
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Plass, Simon, Robert Poehlmann, Romain Hermenier, and Armin Dammann. "Global Maritime Surveillance by Airliner-Based AIS Detection: Preliminary Analysis." Journal of Navigation 68, no. 6 (May 20, 2015): 1195–209. http://dx.doi.org/10.1017/s0373463315000314.
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Demands on security, safety, and environmental protection in worldwide shipping are steadily increasing. Shipboard broadcast transponders based on the Automatic Identification System (AIS) can be easily detected close to coastal or waterway areas. Satellite-based AIS receivers detect globally but are limited in high-density traffic areas. This paper investigates the challenges and performance of AIS detection on aircraft at altitudes between 8 500 m and 10 000 m. During flight trials over sea and land, AIS signals were recorded. Post-processing of the recorded data allows the evaluation but also faces challenges due to the nature of overlapping AIS signals at the aircraft. A comparison of detected signals at the aircraft with received AIS signals on the ground is given, including the evaluation of the reception footprint of the aircraft. Finally, a concept for worldwide AIS detection via airliners is presented. The study shows the potential for global complementary surveillance coverage via airliner-based AIS detection.
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Baxter, Glenn. "Mitigating Aircraft Auxiliary Power Unit Carbon Dioxide (CO2) Emissions During the Aircraft Turnaround Process from the Use of Solar Power at the Airport Gate: The Case of Moi International Airport, Kenya." International Journal of Environment, Agriculture and Biotechnology 7, no. 1 (2022): 014–22. http://dx.doi.org/10.22161/ijeab.71.2.
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One of the most pervasive trends in the global airport industry in recent times has been the adoption of green renewable technologies. Many airports around the world have now installed photovoltaic (PV) solar systems as a key environmental measure. One of the critical areas of energy management at an airport is the provision of power and cooling at the gate, which is used during the aircraft turnaround process. Historically, the aircraft auxiliary power unit (APU) was the primary power source during the aircraft turnaround process. In recent times, airports have transitioned to the use of fixed electrical ground power (FEGP) and preconditioned air to mitigate the emissions from use of aircraft auxiliary power unit (APUs). Based on an instrumental case study research approach, this study has examined how Moi International Airport in Kenya has mitigated the airport’s carbon footprint by using a green, renewable energy system. The study’s qualitative data was examined by document analysis. The case study revealed that Moi International Airport has installed a photovoltaic (PV) solar system with a 500kW capacity that is used to primarily provide solar power at the airport’s apron area. The photovoltaic (PV) solar system has delivered Moi International Airport with an important environmental related benefit as it has enabled the airport to reduce it carbon footprint, as the photovoltaic (PV) solar system has reduced the airport’s carbon dioxide (CO2) emissions by an estimated 1,300 tonnes per annum.
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Mosberg, Bengt, Johan Rignér, Pernilla Ulfvengren, and Per Näsman. "Approximation of pilot operational behavior affecting noise footprint in steep approaches." Noise Control Engineering Journal 68, no. 2 (March 20, 2020): 179–98. http://dx.doi.org/10.3397/1/376816.
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Landing aircraft create noise that disturbs residents living close to airports. One method to reduce such noise is to fly the final approach at a steeper glide slope than the normal 3.0 glide slope, thus increasing the distance between the source of the noise and the ground. If this is performed, there is a risk that the operational behavior of the pilot counteracts the noise reduction possible to achieve, due to the fact that the pilot must manage the aircraft's speed on a steeper glide slope. For practical reasons, there are few live trials and studies on pilot behavior during steeper approaches. In this project, a method to approximate pilot operational behavior during slightly steeper approaches, using flight data recorder data from standard approaches, was developed. The method exploits the fact that flying an approach in tailwind conditions creates the same operational challenges for a pilot as flying a steeper than normal approach does. The method was applied to 1159 flights. The results indicate that the pilots' operational behavior will change when glide slope angle increases. Extension of final flap and landing gear in steeper approaches will take place at a greater height but closer to the airport than for standard 3.0 ILS approaches. The result can be a reduction of the noise from arriving aircraft by up to 2 dB in some areas beneath the approach path if a 3.5 glide slope angle is used.
Conference papers on the topic "Aircraft Reachable Ground Footprint"
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Ryan, Allison D., David L. Nguyen, and J. Karl Hedrick. "Hybrid Control for UAV-Assisted Search and Rescue." In ASME 2005 International Mechanical Engineering Congress and Exposition. ASMEDC, 2005. http://dx.doi.org/10.1115/imece2005-80648.
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We develop a decentralized hybrid controller for fixed-wing UAVs assisting a manned helicopter in a United States Coast Guard search and rescue mission. The UAVs assist the manned helicopter by providing an expanded sensor footprint using onboard cameras. We consider two UAVs, one flying on either side of the helicopter, with constant velocity and maximum turn rate constraints. Tracking the helicopter around sharp corners will be difficult due to these constraints and the difference in path lengths for the two UAVs. To solve this problem, we propose a hybrid controller that allows the UAVs to swap positions in an attempt to improve the tracking and ground coverage performance of the formation. We discuss tracking control, the position swapping algorithm and collision avoidance. Simulation results demonstrate improved search efficiency and aircraft safety.