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10 | CASE STUDY: LUFTHANSA CITYLINE | AIRCRAFT IT OPERATIONS | SUMMER 2011 therefore reached later. This situation is reversed for a low cost index (CI=0) or a low speed. The extra power of the engines results in a high climb angle, so that the cruise altitude is reached earlier. Both cases have implications for the subsequent cruise segment and the overall flight time. In the case of the descent segment, a higher cost index (higher flight speed) leads to a steeper angle of descent, whereas a lower cost index (slower flight speed) allows for a gentler angle of descent. Like the climb segment, there are implications to the cruise segment. A steep and short descent results in a longer cruise segment at the optimum altitude. It is important to note that for each parameter set comprised of take-off weight (TOW), CI, distance and wind there is a particular combination of optimum altitude and optimum speed triple, where ‘speed triple’ denotes a particular combination of climb, cruise and descent speed values. The figure below shows such a speed triple for an example parameter set with an altitude restriction (Alt Cap) on FL340 as a point in three-dimensional space. Each time the parameters are changed, the position of the point changes in this space, making rule of thumb estimates impossible. CI OPS USE In COCKPIT Lufthansa CityLine uses so called Class 2 EFB systems in the cockpits of their Canadair and Embraer Jets. Class 2 EFB systems are generally commercialoff-the-shelf (COTS) based computer systems used for aircraft operations. They are portable and connected to aircraft power through a certified power source. The Class 2 EFB system is considered as a controlled personal electronic device (PED) and is connected to an aircraft mounting device during normal operations. Moreover connectivity to Avionics is possible, but the systems require airworthiness approval. PERFORmIng CALCULATIOnS In CI OPS COCKPIT PREPARATION (PREP) Before flight, the Pacelab CI OPS must be initialized with basic flight mission and weather data. These data can be supplied using an eOFP or by manually entering the required data. After having entered all data necessary for calculating the optimum trajectory, the ‘Calculate’ button can be used for a first optimum trajectory be calculated. The trajectories calculated in PREP are not time constrained and therefore correspond to the most economical trajectory with regard to the total costs (time and fuel). In the results window the (non-time constrained) trajectory for even and odd flight levels together with additional information about fuel and total cost are displayed in the Profile View: LINE-UP (T/O 60S) After line-up clearance has been obtained and take-off is expected to be initiated in about 60 seconds, the pilot can click the ‘T/O 60s’ Button on the action toolbar to calculate the optimum trajectory considering the actual take-off time. CI OPS takes the system time and adds 60 seconds to estimate the take-off time. Based on this take-off time, the application calculates the trajectory and displays the results. By comparing the take-off time with the on-block time, delays or early-in-timescenarios (for example, caused by slot or taxi-out delay or shorter taxi-out times) are included in the time dependent trajectory. The time window for the flight is thus larger or smaller. In case of a delay, Pacelab CI OPS will modify the CI up to a maximum allowable value. When this value is reached, a delay will be accepted. In case of being ahead of time, the trajectory for the minimum CI will be calculated. CHANGE OF SPEED During the flight, ATC might advise you to change speed in cruise. This is frequently caused by the staggering of aircraft ahead or behind. Following the fact that there is a specific optimum speed, the ‘Speed’ use case is available. In addition to the trajectory for maintaining the current FL and applying the required speed, trajectories for four additional flight levels (two above, two below) and the appropriate ECON speeds will be calculated. DELAYED OR TOO EARLY IN CRUISE Because of various external effects, it is often the case during a flight that the pilots realize they will arrive too early (or too late) at the destination. The
easons for this might be a stronger wind component or a short cut by ATC that was not known or included during the planning phase. For example: a crew receives several short cuts from ATC during the flight, shortening the total flight time by six minutes. This additional time could be used to reduce speed, if the arrival delay is not a factor. By using Pacelab CI OPS, the pilot can quickly check, if applying a new speed is beneficial or not. The software would come up with a recalculated speed suggestion, taking the new parameters in account. DIFFERENT FLIGHT LEvEL One of the most frequent cases is a deviation in the real allocated flight level from the originally planned one. For example: during climb phase, ATC tells the flight crew to maintain an altitude below or even above that planned. The question is whether the ECON speed calculated for the original FL is still the optimum and if there is an OPS or fuel restriction at the target FL. For example, a higher head wind in a lower FL can lead to a higher recommended ECON speed. As in the other cases, the pilot can quickly determine the optimum speed for the new situation. The previously mentioned examples show, that Pacelab CI OPS is a very easy to use and powerful tool, putting the pilot in the position of being able to make informed decisions on a knowledge-based trajectory analysis. CAPT. JOACHIm SCHEIDERER Joachim Scheiderer started his flying career in 1995 at the Lufthansa Pilots School in Bremen and Tucson/Arizona. He started flying as a First Officer in 1997 and since 2001 has served as a Captain for Lufthansa CityLine, flying the Bombardier Canadair Jet 200, 700 and 900 fleet. From 1999 he was appointed to the Flight Operations Management Team at Lufthansa CityLine, responsible for the area “Flight Operations Engineering”. The main focus encompasses Aircraft Performance, Flight Planning and Weight and Balance issues. Additionally, Joachim was appointed to the environmental coordinator for the flight operations sector. Within the scope of this task, Capt. Scheiderer has been responsible for the planning and coordination of the airline’s fuel saving measures. He successfully developed and implemented the cost index operation concept within Lufthansa CityLine, making it possible to create fully total cost optimized trajectories for regional aircraft. Today he is focusing on improving operational efficiency by the ntroduction of adequate key performance indicators. Joachim Scheiderer holds a German university master degree in “Industrial Engineering“ with a course specialization in Traffic System Engineering and Corporate Management. In 2008 his first book “Angewandte Flugleistung” (Applied Aircraft Performance) was published at the renowned Springer Verlag. The second one came out in 2010, named “Human Factors im Cockpit” (Human Factors in the cockpit). Joachim Scheiderer teaches Airline Management as a lecturer at the Karlshochschule International University in Karlsruhe with a focus on operational issues. InTERACTIvE ASK THE AUTHOR A QUESTIOn CLICK HERE TO LEAvE yOUR QUESTIOn InTERACTIvE JOIn THE DEBATE CLICK HERE TO LEAvE yOUR FEEDBACK ABOUT THIS ARTICLE AnD START OR JOIn A DISCUSSIOn SUMMER 2011 | AIRCRAFT IT OPERATIONS | CASE STUDY: LUFTHANSA CITYLINE | 11 CLICK HERE FOR FULL SOFTwARE DETAILS AnD FOR A DEmO That extra 1%-2% reduction in fuel is at your fingertips Optimized Systems and Solutions (OSyS) points you to a full understanding of your operational performance. Continuously measure all the essential aspects of fuel usage. Break through the complexity with more accurate views into your own data. All the savings you generate go right to your bottom line. • Flexible analytical capabilities • Identify the largest opportunities to save on fuel • Role-based workspaces,multiple users without multiple licenses • Build a knowledge base of enablers to maximize fuel usage And for ETS demands,you need the OSyS solution for systematic, cost-effective monitoring,reporting and verification that can be rapidly implemented.Visit www.o-sys.com/FuelPerformance,or email fuelperformance@o-sys.com. ExpertInsightDelivered OSyS 1875 Explorer Street, Reston,VA 20191 +1 703 889 1329 U.S. U.K. Singapore Qatar
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