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Global air travel is expected to grow by 3 fold over the next 3 decades Aviations contribution to global warming is expected to grow to 20% by 2050
Source: Lee et al., Aviation and Global Climate Change in the 21st Century , 2009
800
700
Market penetration
Aircraft Built
Delivery
100
0 1978 1983 1988 1993 1998 2003 2008
Objective
Use formation flight to improve the energy efficiency and economic performance of todays aircraft
Bird Migration: 190 BPM when flying solo; 160 BPM when in formation (Weimerskirch, Martin, Clerquin, Alexandre, and Jiraskov, 2001)
NASA Autonomous Formation Flight Experiment demonstrated14-18% fuel savings (Ray et al. 2002)
Baseline Schedule
Xu, Ning, Bower, Kroo, Aircraft Route Optimization for Formation Flight, Journal of Aircraft, In Press
Apply formation flight to an airline schedule and demonstrate 7.7% fuel or 2.6% cost savings
When an aircraft produces lift it also creates energetic and persistent wake vortices
A trailing aircraft flying through the upwash can reduce its drag at fixed lift This can lead to reduced fuel burn or longer range
Close formation flight may not be safe or practical for commercial aviation
5 to 40 wing spans
Wake vortices can persist for many miles before being dissipated by viscous forces Extended formation flight can achieve most of the savings of close formation flight
5 to 40 wing spans
Trailing aircraft see all of the savings Wake evolution is an important consideration
Mission Level Continuous domain aircraft mission performance optimization Gradient-based method
Mission Level Continuous domain aircraft mission performance optimization Gradient-based method
System Level
Flight schedule All possible solo and formation missions Heuristic filter to eliminate bad routes n candidate solo and formation missions Optimize mission 1 Optimize mission 2 Optimize mission 3 Optimize mission n
Flight schedule All possible solo and formation missions Heuristic filter to eliminate bad routes n candidate solo and formation missions
Optimize mission 1
Optimize mission 2
Optimize mission 3
Optimize mission n
Optimized schedule
Flight schedule
All possible solo and formation missions Heuristic filter to eliminate bad routes n candidate solo and formation missions
Optimize mission 1
Optimize mission 2
Optimize mission 3
Optimize mission n
Heuristic filter to eliminate bad routes n candidate solo and formation missions
Optimize mission 1
Optimize mission 2
Optimize mission 3
Optimize mission n
Flight schedule All possible solo and formation missions Heuristic filter to eliminate bad routes n candidate solo and formation missions
Optimize mission 1
Optimize mission 2
Optimize mission 3
Optimize mission n
Flight schedule All possible solo and formation missions Heuristic filter to eliminate bad routes n candidate solo and formation missions Optimize mission 1 Optimize mission 2 Optimize mission 3 Optimize mission n
n optimized missions
NP-hard problem
Objectives
Fuel burn Direct operating cost (DOC) Altitudes, weight and Mach numbers Formation rendezvous longitudes, latitudes and altitudes Departure and arrival times Rendezvous time and flight state compatibility Segment range Thrust margins Flight time
Constraints
zt i p yt i p
Induced drag is sensitive to the offset between vortex and wing tip as well as the longitudinal position Model accounts for wake roll-up and viscous decay
Aircraft of different types are optimally arranged in formation according to relative weight and fuel efficiency (Ning and Kroo, 2011, Xu, Ning, Bower and Kroo , 2013)
Drag buildup
Induced drag from the formation drag model and elliptic load assumptions Parasite drag from modified flat plate methods Compressibility drag from the method of Shevell (1983)
Balance formation cost and fuel savings Direct operating cost model (Liebeck et al. 1995)
$/block hour (crew) $/flight hour (airframe and engine maintenance) $/gal of fuel and $/lb of oil Neglect landing fees, insurance and depreciation
Compute aircraft drag, fuel flow and performance at the 4 flight states
Middle segment is flown in formation Rendezvous and separation longitude and latitudes are design variables
Our conservative model of formation flight reduces the fuel burned, but not the fuel carried
Find the best combination of individually optimal solo and formation missions Integer-programming solver with branch and bound algorithms
Objective: total fuel burn or cost for the entire flight schedule
Minimum Cost Solo Missions 2-Aircraft Formations 3-Aircraft Formations Distance in Formation 37 22 23 61.1%
4.9% 5.0%
7.4% 4.8%
Minimum Cost Solo Missions 2-Aircraft Formations 3-Aircraft Formations Distance in Formation 37 22 23 61.1%
4.9% 5.0%
7.4% 4.8%
Formation flight can significantly reduce airline fuel burn and cost:
7.7% fuel or 2.6% cost savings for a large transatlantic alliance schedule Results includes the effects of conservative fuel reserves
Boeing 787
Finalist, 2009 Airbus Fly Your Idea (FYI) Competition Proposed formation flight at the 2009 Paris Airshow
Inspire public interest and discussions on formation flight and sustainable aviation
Pahle, et. al, A Preliminary Flight Investigation of Formation Flight for Drag Reduction on the C-17 Aircraft, 2011
Test flight from Edwards AFB to Hawaii in July, 2013 demonstrated10% fuel savings at longitudinal separations of 2000 to 6000 ft
Photo source: USAF
Alternative formation reserve fuel requirements Cost sharing for multi-airline formations Model multi-stage flights with delay Incorporate wake tracking sensors constraints
Formation flight can benefit from next generation air traffic control systems
Next Generation Air Transport System (NextGen) Single European Sky ATM Research (SESAR)
GNSS provide high resolution position and velocity data Replaces legacy ground-based radar tracking
GNSS provide high resolution position and velocity data Replaces legacy ground-based radar tracking
Ground-based transmission towers and data networks relay aircraft state and trajectory to ATC Replaces legacy voice-based coordination procedures
GNSS provide high resolution position and velocity data Replaces legacy ground-based radar tracking
Ground-based transmission towers and data networks relay aircraft state and trajectory to ATC Replaces legacy voice-based coordination procedures
NextGen and SESAR provide the infrastructure for optimized formation flight:
Allow aircraft to select optimal trajectories (altitude and cross-track) Reduce separation requirements, which improves formation flight savings Provide accurate, high-frequency update of aircraft position and trajectory Support coordinated, 4-D flight planning
Formation flight can boost the policy argument for NextGen and SESAR
The FAA expects NextGen to reduce aviation fuel consumption by 1.4 billion gallons by 2018 Formation flight can boost these savings by 800 million gallons
The Department of Defense is the largest institutional petroleum user in the world DoD requests $1.4 billion in FY2013 budget to improve energy efficiency
The Air Force accounts for 53% of DoD energy consumption The Air Mobility Command accounts for 64% of Air Force fuel consumption
Boeing C-17 16-year, $40 billion program C-X Concept Study: 1979 First Flight: 1991 IOC: 1995
Airbus A-400M
35-year, EUR 20 billion+ program FIMA Concept Study: 1982 First Flight: 1991 IOC: 2017+
High quality stationkeeping systems High risk tolerance Reduced ride quality requirement
Air Cargo
Simplified mission planning around major hubs High quality stationkeeping systems High risk tolerance Reduced ride quality requirement Older air cargo fleet stand to benefit No passenger acceptance issues
Air Cargo
Single Airlines
Simplified mission planning around major hubs High quality stationkeeping systems High risk tolerance Reduced ride quality requirement Older air cargo fleet stand to benefit No passenger acceptance issues No cost/benefit sharing issues Depends on the success of next generation Air Traffic Control systems
Air Cargo
Single Airlines
Airline Alliances
Institutional framework for cost/benefit sharing Simplified mission planning around major hubs High quality stationkeeping systems High risk tolerance Reduced ride quality requirement Older air cargo fleet stand to benefit No passenger acceptance issues No cost/benefit sharing issues Depends on the success of next generation Air Traffic Control systems More flights; more savings
Use formation flight to moderate the design tradeoffs among persistence, stealth and speed
Use variable geometry to reconcile the conflicting requirements posed by different flight segments
Munks Stagger Theorem The induced drag of a lifting system is unchanged as its elements move in the streamwise direction*
Munks Stagger Theorem The induced drag of a lifting system is unchanged as its elements move in the streamwise direction*
Use virtual variable geometry to increase the effective span of low observable UAVs
Formation orbit
Formation orbit
Strike
Formation orbit
Strike
Formation orbit
Pahle, J et. al, A Preliminary Flight Investigation of Formation Flight for Drag Reduction on the C-17 Aircraft, NASA Dryden Flight Research Center Ray, R. J., Cobleigh, B. R., Vachon, M. J., and John, C. S., Flight Test Techniques Used to Evaluate Performance Benefits During Formation Flight, TP-2002-210730, NASA, 2002 Bower, G. and Kroo, I., Multi-Objective Aircraft Optimization for Minimum Cost and Emissions Over Specific Route Networks, ICAS Congress, 2008 Bower, G., Flanzer, T., and Kroo, I., Formation Geometries and Route Optimization for Commercial Formation Flight, AIAA Paper, 2009 Betz, A., Behavior of Vortex Systems, TM-713, NACA, 1933 Holzapfel, F., Probabilistic Two-Phase Wake Vortex Decay and Transport Model, Journal of Aircraft, Vol. 40, No. 2, March 2003 King, R. M. and Gopalarathnam, A., Ideal Aerodynamics of Ground Effect and Formation Flight, Journal of Aircraft, Vol. 42, No. 5, September 2005 Ning, S. A., Aircraft Drag Reduction Through Extended Formation Flight, Ph.D. thesis, Stanford University, 2011 Xu, J. Ning, A. Bower, G. Kroo, I. Aircraft Route Optimization for Formation Flight, Journal of Aircraft, In Press Moshe, S. Blakeley, K. ORourke, R. Department of Defense Energy Initiatives: Background and Issues for Congress, Congressional Research Service, 2012 Weimerskirch, H., Martin, J., Clerquin, Y., Alexandre, P., and Jiraskova, S., Energy Saving in Flight Formation, Nature, Vol. 413, No. 6857, 10 2001, pp. 697698, doi:10.1038/35099670. David S. Lee, David W. Fahey, Piers M. Forster, Peter J. Newton, Ron C.N. Wit, Ling L. Lim, Bethan Owan, and Robert Sausen. Aviation and global climate change in the 21st century. Atmospheric Environment, 43:35203537, 2009.