The Feasibility of Implementing Continuous Decent Approaches in Highly Research Paper

The Feasibility of Implementing Continuous Decent Approaches in Highly Congested Airspace - Research Paper Example y higher for longer, and then to descend continuously from the level of bottom of stack, intercepting the 3 degrees grid path to runway (Civil Aviation authority, 2009). This method does not require any additional engine power. The approach involves much less noise and reduces environmental pollution. Therefore, though not widely embraced in aviation (Shresta, Neskovic & Williams, 2009), CDA promises much better environmental sustainability in the future of aviation industry, due to significantly reduced fuel consumption and much less noise pollution. However, CDA in densely populated and congested airspace my not be reality due to space constraints and the requirements of a clear flight path for each landing plane. Alam et al (2010) in a study on dynamic CDA methodology of noise and emission reduction observed that there are 64 possible dynamic CDA routes at the Sydney airport. This implies at any one time, 64 airplanes can land on the airplane at different CDA routes. This was found to have a reduction of 14.6% noise, 11.6% nitrogen oxides, and 1.5% reduction compared to standard CDA trajectory route. Such a model offers approach in highly congested airspace. However, Robinson & Kamagarpour (2011) stressed that traffic separation demands and airspace restrictions should not in any way interfere with flight decent path. On the other hand, Dinges (2007) explains there are only a few studies on involving large numbers of flights in an individual airport. Alcabin et al (2009) extrapolated a small number of flights to the entire NAS, to portray effect of mass decent by planes in different airports in both congested and uncontested periods. Tong (2006) investigated the benefits of new approach proc edures using dual runaway operations at IAH airport. Moreover, Wat using flight recorder data estimated the benefits of about 150 continuous descent operations at Schipol (Wat, 2006). Reynolds (2009) while using flight recorded data tried to separate the vertical path and