EUROPEAN ORGANISATION FOR THE SAFETY OF AIR … · EUROCONTROL method for ... 1.0 2016/06/29...

EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION

N/A Specification This documents describes the design of the experiment set up for deriving the accompanying Aircraft type/ Stage length Fuel burn & emissions Excel table

EUROCONTROL method for estimating aviation fuel burnt

and emissions

---

EMEP/EEA air pollutant emission inventory

guidebook 2016

DOCUMENT IDENTIFIER : N/A

Edition Number : 1.0

Edition Date : 2016/06/29

Status : Released Issue

Intended for : General Public

Category : EUROCONTROL Specification

EMEP/EEA air pollutant emission inventory guidebook 2016 – Method Description

Released Issue Edition: 1.0

DOCUMENT CHARACTERISTICS

TITLE

EUROCONTROL

Method for estimating aviation fuel burnt and emissions

in the framework of

the EMEP/EEA air pollutant emission inventory guidebook 2016

Publications Reference: N/A

Document Identifier Edition Number: 1.0

N/A Edition Date: 2016/06/29

Abstract

This document describes the method followed for the calculation of the raw data that are used in the “1.A.3.a Aviation annex 1 2016a.zip” accompanying the EMEP/EEA air pollutant emission inventory guidebook 2016. These raw data corresponds to the estimation of mass of fuel burnt and the associated masses of emissions that could be produced by a representative set of flights (aircraft types/engines), flying according to their most often used cruise altitude (or cruise flight level) a set of pre-defined distances called “reference stage lengths”.

Contact Person(s) Email Unit

Laurent BOX EUROCONTROL Fuel and Emissions Inventory

[email protected] DPS/POL

STATUS, AUDIENCE AND ACCESSIBILITY

Status Intended for Accessible via

Working Draft General Public Intranet

Draft EUROCONTROL Extranet

Proposed Issue Restricted Internet (www.eurocontrol.int)

Released Issue


Edition: 1.0 Released Issue

DOCUMENT APPROVAL

The following table identifies all management authorities who have successively approved the present issue of this document.

AUTHORITY NAME AND SIGNATURE DATE

Project leader Robin DERANSY 29 June 2016



DOCUMENT CHANGE RECORD

The following table records the complete history of the successive editions of the present document.

EDITION NUMBER

EDITION DATE

REASON FOR CHANGE PAGES AFFECTED

0.1 2016/06/04 New document All

1.0 2016/06/29 Revised and upgraded to Release issue All



CONTENTS

DOCUMENT CHARACTERISTICS ............................................................................ 2

DOCUMENT APPROVAL .......................................................................................... 3

DOCUMENT CHANGE RECORD .............................................................................. 4

CONTENTS ................................................................................................................ 5

LIST OF FIGURES ..................................................................................................... 7

LIST OF TABLES ....................................................................................................... 8

1. Introduction ...................................................................................................... 9

1.1 Purpose of the document ..................................................................................... 9

1.2 Abbreviations ........................................................................................................ 9

1.3 Definitions .............................................................................................................. 9

1.4 Reference material .............................................................................................. 10

2. Description of the Method used .................................................................... 11

2.1 Determination of the flights data sample ........................................................... 12

2.1.1 Selecting the aircraft types to model ......................................................... 12

2.1.2 Determining the maximum operated/operable stage length..................... 12

2.1.3 Determining cruise flight levels .................................................................. 13

2.2 Determination of a trajectory .............................................................................. 13

2.2.1 BADA Total Energy Model (TEM) implementation above 6000ft/10000ft . 13

2.2.2 Use of ANP data to calculate trajectories below 6000ft/10000ft ............... 14

2.2.3 Optimal cruise management ....................................................................... 14

2.3 Determination of the mass of fuel burnt and the masses of emissions .......... 15

2.3.1 Model principles .......................................................................................... 15

2.3.2 Aviation Chapter fuel burn and emissions calculation ............................. 17

2.3.3 CCD emissions adjustment ........................................................................ 18

2.4 Overview of the overall calculation process ..................................................... 20

2.5 Reference databases ........................................................................................... 21

2.6 Exercise definition .............................................................................................. 21

2.6.1 Aircraft models ............................................................................................ 21

2.6.2 Airports definition ........................................................................................ 21

2.6.3 Traffic ........................................................................................................... 22

2.6.4 CCD Meteorological conditions .................................................................. 22

2.7 Generation of the aircraft trajectories ................................................................ 22

2.8 Trajectory validation ........................................................................................... 22

2.9 Emissions calculations ....................................................................................... 22



ANNEX A – Example of input data......................................................................... 23

A.1 Airports ................................................................................................................ 23

A.2 Aircraft types ....................................................................................................... 23

A.3 Flights .................................................................................................................. 23



LIST OF FIGURES

Figure 2-A: Method followed to produce the raw data ............................................................. 11

Figure 2-B: Stage length schematic .......................................................................................... 12

Figure 2-C: Trajectory modelling ............................................................................................... 13

Figure 2-D: ICAO LTO and CCD cycles ..................................................................................... 15

Figure 2-E: ICAO LTO and CCD cycles four engine operation modes .................................... 16

Figure 2-F: AEM Kernel Fuel and emissions calculation method ............................................ 17

Figure 2-G: aircraft types versus stage lengths ....................................................................... 18

Figure 2-H: Reference stage length versus actual aircraft stage length ................................. 19

Figure 2-I: Overall calculation process ..................................................................................... 20



LIST OF TABLES

Table 1: AEM Kernel Fuel and emissions calculation method ................................................ 17



1. Introduction

1.1 Purpose of the document

This document describes the method followed for the calculation of the raw data that are used in the “1.A.3.a Aviation annex 1 2016a.zip” accompanying the EMEP/EEA air pollutant emission inventory guidebook 2016. These raw data correspond to the estimation of mass of fuel burnt and the associated masses of emissions that could be produced by a representative set of flights (aircraft types/engines), flying according to their most often used cruise altitude (or cruise flight level) a set of pre-defined distances called “reference stage lengths”.

1.2 Abbreviations

Acronym Definition

AEM EUROCONTROL Advanced Emissions Model

https://www.eurocontrol.int/services/advanced-emission-model-aem

ANP Aircraft Noise Performance database

http://www.aircraftnoisemodel.org/

BADA Base of Aircraft DAta. The EUROCONTROL Aircraft Performance Model

http://www.eurocontrol.int/services/bada

CAEP Committee on Aviation Environmental Protection

http://www.icao.int/environmental-protection/pages/CAEP.aspx

CCD Cruise Climb and Descent (flight phases)

ECAC European Civil Aviation Conference

https://www.ecac-ceac.org

ICAO International Civil Aviation Organisation

http://www.icao.int/

IFR Instrument Flight Rules

http://www.skybrary.aero/index.php/IFR

ISA International Standard Atmosphere

ISO 2533:1975/Add 2: 1997

http://www.skybrary.aero/index.php/International_Standard_Atmosphere

LTO Landing and Take Off (flight phases)

QNH Regional or airfield pressure setting

TMA Terminal Manoeuvring Area

1.3 Definitions

Acronym Definition

EUROCONTROL EUROCONTROL, the European Organisation for the Safety of Air Navigation, is an intergovernmental organisation with 41 Member States, committed to building, together with its partners, a Single European Sky that will deliver the air traffic management performance required for the twenty-first century and beyond.

http://www.eurocontrol.int/

http://www.eea.europa.eu/themes/air/emep-eea-air-pollutant-emission-inventory-guidebook




Acronym Definition

IMPACT EUROCONTROL online tool dedicated to multi-airport environmental impact assessments for noise, gaseous and particulate emissions, and local air quality.

https://www.eurocontrol.int/services/impact

PRISME Worldwide fleet database used to provide ATM enriched airframe specific data for use by external stakeholders and EUROCONTROL business units.”

http://www.eurocontrol.int/services/prisme-fleet

1.4 Reference material

[1] ICAO - Annex 16 to the Convention on International Civil Aviation — Environmental Protection Volume II — Aircraft Engine Emissions

[2] ICAO – Doc 9889 – Airport Air Quality - 2011

[3] ICAO – Doc 9646 – Engine Exhaust Emissions Data Bank

[4] ICAO – Doc 8643 – Aircraft Type Designators

[5] ICAO – Doc 9911 – Recommended Method for Computing Noise Contours around Airports

[6] ECAC – Doc 29 – 3rd edition – Volume 1 & 2 - Report on Standard Method of Computing Noise Contours Around Civil Airports



2. Description of the Method used

The method followed to produce the raw data used in the “1.A.3.a Aviation annex 1 2016a.zip” accompanying the EMEP/EEA air pollutant emission inventory guidebook 2016 is described in Figure 2-A and consist of the following steps:

1. Determination of the flights data sample: This includes the identification of the aircraft types to be modelled, and for each of them to determine its associated engine(s) and the maximum stage length that this aircraft type usually fly.

2. Determination of a trajectory for each aircraft type selected in Step 1 and for each stage length this aircraft type can fly by applying an aircraft performance model.

3. Determination of the mass of fuel burnt and the masses of emissions of each aircraft type, and for the different engines with which they can be equipped, for each stage length, and from gate to gate.

Flights trajectories

Flights Fuel burn and emissions

Performance model

Emissions model

Data sample

Aircraft type

Stage length

Cruise flight level

FlightsFlightsFlightsFlights

Figure 2-A: Method followed to produce the raw data

This method relies on the use of two main EUROCONTROL environmental impact assessment tools:

1. The IMPACT modelling platform, and

2. The Advanced Emission Modelling (AEM) model.

These tools have been recognised by the ICAO CAEP Working groups. They are compliant with the recommended practises as published by ICAO (see References [1] and [2]) and they provide the solutions to the objectives of the experiments.




2.1 Determination of the flights data sample

The determination of the flight data sample is done by:

1. Selecting a set of aircraft types to model;

2. Determining the maximum stage lengths for a specific aircraft type;

3. Determining the cruise flight level for a specific aircraft type / stage length.

2.1.1 Selecting the aircraft types to model

The EUROCONTROL PRISME database stores information about air traffic movements in the ECAC area flying IFR.

It has been decided to select, from the PRISME database, the aircraft types that represent 99% of the flight movements in the ECAC area in 2014.

It has to be noted that, in PRISME, each aircraft type selected represents in fact a certain range of variants using different engine types with similar performances. For example: The aircraft type ATR42 is used for ATR42-310, ATR42-500, ATR42-600, etc. Furthermore, each selected aircraft type can be categorised by an ICAO aircraft type designator as defined in the reference document ICAO Aircraft Type Designators [4]. For example: The ICAO code SBR1 represents the aircraft types SAB60 (Sabreliner 60), SAB65 (Sabreliner 65), among others.

The aircraft type is used to find fuel burn/emissions data and performance data in reference databases. When this aircraft type is not referenced, a proxy can be identified to enable the modelling of the aircraft trajectory and the estimation of the fuel burnt and the emissions. For example: the aircraft type A306 can be modelled by an A300-622R in ANP V2.0, an A300B4-622 in BADA4.1, and an A306 in AEM2.5.3.

2.1.2 Determining the maximum operated/operable stage length

In the EMEP/EEA air pollutant emission inventory guidebook 2016, the stage length has been defined as the great circle distance to be flown between the end of the ICAO LTO departure phase and the beginning of the ICAO LTO arrival phase, which corresponds to the trajectory flown with an altitude QNH greater or equal to 3000ft in ISA conditions (see Figure 2-B).

Alt

itu

de

STAGE LENGTH

Departure Airport

Destination Airport

3000 ft

Climb/Cruise/Descent (CCD)

Aircraft altitude >= 3000ft

Landing and Take Off (LTO)

Aircraft altitude < 3000ft

Figure 2-B: Stage length schematic




The reference stage lengths chosen for the EMEP/EEA air pollutant emission inventory guidebook 2016 are: 125Nm, 200Nm, 250Nm, 500Nm, 750Nm, 1000Nm, 1500Nm, 2000Nm, 2500Nm, 3000Nm, 3500Nm, 4000Nm, 4500Nm, 5000Nm, 5500Nm, 6000Nm, 6500Nm, 7000Nm, 7500Nm, and 8000Nm.

For economic reasons or due to their performance envelope, some of the aircraft types selected are not operated or cannot be operated on some of the reference stage lengths listed above. The maximum reference stage operated by a specific aircraft type was determined by querying the EUROCONTROL PRISME database or by using the declared maximum operation range as provided by the manufacturer.

2.1.3 Determining cruise flight levels

For each selected aircraft type the average cruise flight level corresponding to each reference stage length to be modelled was determined by querying the PRISME database or by using the optimum flight level as provided by the aircraft manufacturers.

2.2 Determination of a trajectory

The trajectory calculator implements a point mass model, relying on both the ANP and the BADA performance data. The calculation method (Figure 2-C) is further described below.

ANP PerformancesArrival profile < 6000 ft

Descent at constant

Mach/CAS

Climb at constant

Mach/CAS

Cruise speed Optimal cruise level

management

LTO Phases < 3000 ft

3°

LTO Phases < 3000 ft

3000 ft

BADA 3 & BADA 4

Performances

Departure profile < 10000 ft

Alt

itu

de

Figure 2-C: Trajectory modelling

2.2.1 BADA Total Energy Model (TEM) implementation above 6000ft/10000ft

BADA is an Aircraft Performance Model developed and maintained by EUROCONTROL, in cooperation with aircraft manufacturers and operating airlines. BADA is based on a kinetic approach to aircraft performance modelling, which enables aircraft trajectories and the associated fuel consumption to be accurately predicted. BADA includes both model specifications that provide the theoretical fundamentals to calculate aircraft performance parameters and the datasets containing aircraft-specific coefficients required to calculate their trajectories.





The BADA 3 family is today’s industry standard for aircraft performance modelling in the nominal part of the flight envelope, and provides close to 100% coverage of aircraft types operating in the ECAC region.

The latest BADA 4 family provides increased levels of precision in aircraft performance parameters over the entire flight envelope, and covers 70% of aircraft types operating in the ECAC region.

In the CCD portion (more precisely from 10,000ft in the climb phase, and down to 6,000ft in the descent phase), the trajectory calculator of IMPACT uses the BADA 4 data, in conjunction with a full implementation of the BADA Total Energy Model (TEM).

When BADA 4 performance data do not exist yet for a given aircraft type, its BADA 3 performance data is used.

2.2.2 Use of ANP data to calculate trajectories below 6000ft/10000ft

The IMPACT trajectory calculator uses the aircraft performance coefficients of the ANP database - in conjunction with the aircraft performance calculation method provided in ECAC Doc. 29 [6] and ICAO Doc 9911 [5] - to model aircraft trajectories within the TMA portion (more precisely below 10,000ft for departure and below 6000ft for arrivals). The reasons for adopting this approach are twofold:

The use of ANP data in conjunction with the aircraft performance calculation method described in the above-mentioned guidance documents constitutes the current best modelling practice for airport noise assessments and is often part of legal requirements (ex: the END 2002/49 of the EC)

BADA, even in its latest version (BADA 4 family) provides engine coefficients for the MaxTakeoff ratings (used during the initial climb segments) only for a very limited number of aircraft types (unlike ANP).

The aircraft mass at the take-off is determined by the selected ANP aircraft model.

2.2.3 Optimal cruise management

The IMPACT trajectories tries to find the trajectory that will allow each aircraft to reach the “optimal” cruise flight level entered as an input.

Depending on the aircraft type and the stage length, the pre-determined optimal cruise level might be too high to be reached directly at the end of the climb phase. In that case, a new intermediate and reachable optimal cruise level is calculated. The aircraft continues its cruise at this flight level until its weight enables it to reach the next best suitable flight level, with a maximum offset of 2000 ft. This process is repeated until the maximum “optimum” cruise level is reached.

The aim of this implementation is to model, as closely as possible, the “real life” operational management of aircraft in economic mode, when pilots require successive flight levels to Air Traffic Controllers.



2.3 Determination of the mass of fuel burnt and the masses of emissions

2.3.1 Model principles

The Advanced Emission Model (AEM) is used to calculate the emissions (CO2, water vapour [H2O], SOX, NOX, hydrocarbons [HC], CO, volatile organic compounds [VOCs], total organic gases [TOGs]) and fuel burn of aircraft based on precise flight profile information which is combined with more detailed information about aircraft fuel flow and specific engine emissions both for the LTO and CCD flight phases.

The emissions for the H2O and CO2 pollutants are a direct result of the oxidation process of the carbon and hydrogen contained in the fuel with the oxygen contained in the atmosphere. The SOx emissions depend directly on the sulphur content of the fuel used. All three are directly proportional to the mass of fuel burnt

Benzene emissions, as well as other VOC, TOG and all pollutants derived from VOC-TOG, are proportional to the HC emissions.

The emissions of particulate matter (PM) are calculated by using the First Order Approximation method as described by the ICAO Doc 9889 [2].

AEM links each aircraft appearing in the input traffic sample to one of the engines in the ICAO Engine Exhaust Emissions Data Bank or another emission database.

Figure 2-D: ICAO LTO and CCD cycles



Below 3000 ft: LTO flight phases

Below 3000 ft, the fuel burn calculation is based on the LTO cycle defined by the ICAO Engine Certification specifications. The ICAO LTO cycle covers four engine operation modes, (see Figure 2-E) which are used in AEM to model the six following phases of operation: (1) Taxi-Out, (2) Take-Off, (3) Climb-Out, (7) Approach, (8) Landing (Approach), and (9) Taxi-In.

Phase(s) Engine mode Thrust setting

1 Idle 7%

2 Take off 100%

3 Climb out 85%

7 and 8 Approach 30%

9 Idle 7%

Figure 2-E: ICAO LTO and CCD cycles four engine operation modes

The rate that fuel is burnt at each defined thrust level (7%, 30%, 85%, and 100%) derived from the data stored in a number of aircraft engine emissions database, one such database is the ICAO Engine Exhaust Emissions Data Bank [3], which includes fuel burn rate and CO, HC and NOx associated emission indices [g/kg of fuel burnt] for a very large number of aircraft. Other emissions associated with the amount of fuel burnt are CO2, H2O, SOx and PM. For the VOCs and TOGs, the emission indices are given in terms of the amount of HC emitted.

Once the amount of fuel burnt in a LTO phase is known, the associated emissions can be calculated by multiplying the amount of fuel burnt (for CO,HC, NOx, CO2, H2O and SOx) or of HC (for the VOCs and TOGs) in that LTO phase by the relevant emission index.

Above 3000 ft: CCD flight phases

Above 3000 ft, the fuel burn calculation is based on the BADA performance values. This database provides altitude- and attitude-dependent performance and fuel burn data for more than 150 aircraft types.

Most of the emission calculations are based on the ICAO Engine Exhaust Emissions Data Bank indices, but emission factors and fuel flow are adapted to the atmospheric conditions at altitude by using a method initially developed by The Boeing Company (The Boeing Fuel Flow Method 2 – BFFM2) and modified by the EUROCONTROL Experimental Centre (EEC-BFFM2). EEC-BFFM2 makes it possible to estimate emissions for the NOx, HC, and CO pollutants.



Figure 2-F: AEM Kernel Fuel and emissions calculation method

Table 1: AEM Kernel Fuel and emissions calculation method

2.3.2 Aviation Chapter fuel burn and emissions calculation

In order to generate the raw data used by “1.A.3.a Aviation annex 1 2016a.zip” accompanying the EMEP/EEA air pollutant emission inventory guidebook 2016, the trajectories generated with




IMPACT are processed with AEM kernel, which calculates the fuel burnt and emissions.

Below 3000 feet, the fuel burnt is provided by the ICAO Engine exhaust database fuel flow, based on the ICAO LTO times in phase: 1140 seconds for Taxi out:, 42 seconds for Take-off, 132 seconds for Climb out, 200 seconds for Approach, 40 seconds for Landing, and 420 seconds for Taxi in.

2.3.3 CCD emissions adjustment

The modelling of the performance of different aircraft types between the same two airports induces minor differences of stage lengths. The consequence is that the distance of flight which concerns the CCD portion of the flight differs from one aircraft type to another (see Figure 2-G), and de facto the basis for the fuel burn and emission calculation.

3000 ft

Reference Stage Length

Alt

itu

de

Departure Airport

Destination Airport

AC 1AC 2

AC 3

Stage length AC3

Stage length AC2

Stage length AC1

Figure 2-G: aircraft types versus stage lengths

This difference is greater for short stage lengths than for longer ones (see Figure 2-H), on average of the aircraft types, because of the range of very different performances of short-range flights (from single piston engines to heavy jets).

It can be noticed that this relative difference is less than 8.6% in the worst case (125Nm for BE60). For stage lengths above 500 Nm, it is reduced below 2.5%. It is then assumed that the CCD fuel burnt and emissions can be calculated by extrapolating the fuel burn and emissions values for each aircraft real stage length to the reference stage length.

As an example, we have then, for a given reference stage length (Ref. Stage Length) and aircraft type:

Fuel burnt (Ref. Stage length) = Fuel burnt (CCD distance) * Ref. Stage length / CCD distance

It is the same for the calculated emissions.



Figure 2-H: Reference stage length versus actual aircraft stage length


2.4 Overview of the overall calculation process

As shown in Figure 2-I, the overall calculation process consists of:

setting up the IMPACT platform: o Reference databases o Aircraft models identification (mapping) o Exercise definition

Flights Airspace Meteorological context

generating the data sample trajectories with IMPACT

validating these trajectories (validation lookup)

calculating the data sample fuel burnt and emissions with AEM

IMPACT

IMPACT core

AEM

Exercise definition

Emissions calculations

Airports

Traffic

Generation of the

aircraft trajectories

Is Validated ?

Yes

Trajectories validation

No

Aircraft models

ANP V2BADA 4.2BADA 3.12

ICAO EEDB

Figure 2-I: Overall calculation process



2.5 Reference databases

The references databases are:

ID Version

BADA 3 3.12

BADA 4 4.2

ANP V2.0

AEM 2.5.3 (This version includes the ICAO EEDB – 02/2016)

2.6 Exercise definition

2.6.1 Aircraft models

The aircraft models are defined with the following characteristics:

ID Description / notes

Aircraft Type A unique aircraft ID name. This ID is either provided by the PRISME database or the ICAO aircraft designator database.

ANP type The identified ANP aircraft type which provides the performance model below 10000ft for the departure phases and below 6000ft for the arrival phases.

BADA The identified BADA aircraft type which provides the performance model above 10000ft for the departure phases and above 6000ft for the arrival phases.

BADA Version type The type of BADA performance database which is used to model this aircraft.

AEM type The type of AEM model aircraft. This identifier links the Aircraft Type to a BADA3 fuel flow model, an engine type (ICAO EDDB) and a number of engines.

2.6.2 Airports definition

The airports are defined using the following characteristics:


Name The airport identifier

Latitude 0

Longitude The longitude of the aircraft is defined as:

Great circle distance (0,0)(0,latitude) = Reference stage length + 17 Nm.

Elevation 0 ft

Meteorological conditions at the runway

ISA conditions, relative humidity of 70% and runway headwind of 8kt


2.6.3 Traffic

The traffic definition consists in the definition of the flights which are assessed:


Flight name The flight identifier

Aircraft type The aircraft type

ADEP The departure airport. All the flights have the same departure airport.

ADES The arrival airport.

Cruise flight level The maximum cruise flight level to reach.

Departure time The departure time is the same for all the flights

2.6.4 CCD Meteorological conditions

The CCD meteorological conditions are ISA conditions.

2.7 Generation of the aircraft trajectories

This phase of the process consists of the generation by the IMPACT core application of the 4D trajectories of the flights with the following options:

Use of the input times;

Step cruise mode is selected.

2.8 Trajectory validation

Once the trajectories are generated, a set of analysis indicators determine if the fuel burn and emissions can be calculated from them, in order to identify any data sample issues:

Reached cruise flight level;

CCD distance Vs Reference stage length.

2.9 Emissions calculations

Only the CCD trajectories are provided to AEM for the emissions calculations. AEM performs the LTO emissions and adds them to the flight results.

The fuel flow calculations are performed by the AEM emissions model with the following setup:

Generation of the LTO flight phases

ICAO fuel flow determination in LTO phase (<3000ft)

AEM/BADA 3.12 fuel flow determination (>=3000ft)

ISA atmospheric conditions

Calculation of the emissions by segment, by flight and by phase.



ANNEX A – Example of input data

A.1 Airports AIRPORTS

APT_ID REF_POINT_LAT ELEVATION_FT TEMPERATURE_FAHR PRESSURE_INHG RH% HEADWIND_KT REF_POINT_LONG

0 0 0 59 29.92 70 8 0

125 0 0 59 29.92 70 8 2.337683

200 0 0 59 29.92 70 8 3.585051

250 0 0 59 29.92 70 8 4.416898

500 0 0 59 29.92 70 8 8.576144

750 0 0 59 29.92 70 8 12.73892

1000 0 0 59 29.92 70 8 16.89911

1500 0 0 59 29.92 70 8 25.22563

2000 0 0 59 29.92 70 8 33.54775

2500 0 0 59 29.92 70 8 41.86652

3000 0 0 59 29.92 70 8 50.18899

3500 0 0 59 29.92 70 8 58.5072

4000 0 0 59 29.92 70 8 66.83414

4500 0 0 59 29.92 70 8 75.15941

5000 0 0 59 29.92 70 8 83.48727

5500 0 0 59 29.92 70 8 91.8095

6000 0 0 59 29.92 70 8 100.1374

6500 0 0 59 29.92 70 8 108.4698

7000 0 0 59 29.92 70 8 116.7889

7500 0 0 59 29.92 70 8 125.1053

8000 0 0 59 29.92 70 8 133.4125

8500 0 0 59 29.92 70 8 141.7289

9000 0 0 59 29.92 70 8 150.0473

A.2 Aircraft types

Example: A320

AIRCRAFT TYPE DETAIL NAME AEM ANP BADA4 TYPE ENG MANUFACTURER NB ENG TYPE ACFT WTC

A320-A A320 233 A320-A A320-211 A320-212 Jet AIRBUS INDUSTRIE 2 Landplane M

A.3 Flights

Example: A320 – stage length 125 Nm

FLIGHT_ID ACFT_ID CRUISE_ALT APT_DEP APT_DES DATE_DEP TIME_DEP

A320_125+A320-A A320-A 18000 0 125 01/01/2016 00:00:00


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