Focus Green 34 Prof. Ing. David Zammit Mangion has been spearheading research in aviation at the University of Malta for two decades. With a focus on improving fuel burn, reducing emissions, and better flight management systems for pilots, the one overarching aim is safer air travel. optimisation tool. This software should be taken into consideration? stood at €127 billion. It was was then used by partners to One extreme would result in a responsible for nearly a fifth identify a more environmentally highly complex and computationally of the airline industry’s total friendly manner of flying. demanding task that may take several operating costs of €740 Commercial planes fly from one days to solve. The other would provide billion. And that was a good year. airport to another through set paths, a quick result which would likely be Only three years earlier, the price of avoiding military airspace or no-fly way off the mark. The answer lies in crude oil stood at over $100 a barrel, zones. These routes may not be the finding what one can get away with. meaning the fuel bill was nearly fastest or shortest way of getting from double that of 2016, while other costs point A to B, and optimising them is no ground-based studies on how remained stable. With these sobering numbers, it comes as no surprise that aircraft manufacturers and airlines are seeking to improve fuel efficiency. Commercial aircraft burn fossil fuels, generating man-made greenhouse gases. While the aviation industry contributes only a modest 2% to the global figure, it is one of the most rapidly growing contributors. As a result, industry leaders worldwide have been driving legislation, technology, and research to reduce the impact of air travel on the environment. In 2006 the European Commission and the major European aviation manufacturers In Clean Sky, our task focused on theoretical studies, more specifically Our work saw us developing and proposing new routes in and out of Malta International Airport to allow for lower noise disturbance best to fly the airplane in complex operational conditions such as flying from Heathrow to Malta with typical traffic, and weather that represents real conditions. This meant we were hard on the complex side of the scale. The partners developed many detailed software models of the airplane, its engines, the operational environment, and airline business models together. We also had to develop state-of-the-art computational techniques for fast and accurate optimisation and a software framework that allows the user to integrate the different components in order to to run the software tool created a €1.6 billion Joint Technology Initiative called Clean Sky to address trivial matter. Complications include to carry out theoretical studies. At the challenge. The resulting activities adhering to the desired duration of UoM, we were primarily involved take place throughout the lifecycle flight, bad weather, wind variations, with the design and development of an aircraft, from reducing waste and the presence of other traffic in of the integration framework and at the manufacturing stage, to the vicinity. The scope of optimisation software quality management. Using operating the aircraft in a greener is to find the best way around these the tool, we then participated in the manner, to recycling of materials. complications with minimal impact on optimisation studies on flights to The University of Malta (UoM) was operational cost and the environment. reduce noise, emissions, and fuel burn. one of the project partners involved From a technical perspective, the from the very beginning, and it question of optimisation is always the the UoM, its students, and staff an worked on the development of an same: how many of the known factors excellent opportunity in terms The Clean Sky experience afforded Focus L ast year the global fuel bill 35 of funded, collaborative industrial then full time academic, Kenneth computer rarely has the latest research. Through the project, the Chircop’s doctoral research studies. technology, primarily due to safety University strengthened its established In his research, Kenneth addressed and industrial requirements. In fact, ties with European partners and built the challenge of fast optimisation computers on board an aircraft would new ones. It offered opportunities to allow trajectories to be altered be considered obsolete by most. These for academics and research officers optimally during flight. Planes are hardware limitations ‘force’ software to work in a European collaborative highly computerised, with a Flight programs to be relatively simple environment, which is always exciting Management System (FMS), managing from a computational perspective, and extends our horizons. Clean Sky the entire flight from take-off to and this poses a challenge when has also led to further initiatives, landing. This system calculates attempting to perform multi-parameter diverting the experience we gained runway distances, climb and descent trajectory optimisation within FMSs. in the project to address challenges profiles, fuel burn, time of flight, and that are related to the same theme. so forth. However, its computational that allows just this—with the capacity to perform optimisation calculation of an optimal trajectory in of trajectories is limited. A plane’s a complex operational environment It was Clean Sky that led to Malta Focus Air Traffic Services (MATS) CEO, 36 Kenneth developed a new technique being executed in only a matter of led to Kenneth receiving the RTCA’s used by MATS in their work to a few minutes. Some ‘thinking out prestigious William E. Jackson Award. introduce new and sophisticated However, the value of trajectory approach and departure procedures. Under CLEAN FLIGHT, we also by studying closely the behaviour optimisation is not restricted to the of aircraft in complex operational flight deck. Nor is it complete without developed a tool to allow air traffic conditions as if they were free to fly further consideration of other aircraft controllers to identify optimal optimally and unhindered. We then in the vicinity. Air traffic controllers trajectories that aircraft can fly along put in constraints and found that have a more holistic view of air traffic the published routes. This tool, again aircraft tended to adopt strategies needs, being responsible for separation built on technology we developed, for particular conditions to achieve between aircraft and for routing aircraft gives the air traffic controller a clear the most efficient flight path. We along their way. In this context, it is picture of how exactly an aircraft went on to characterise these important to first establish efficient will be expected to fly optimally and, strategies carefully and applied routing schemes. Our work, funded by crucially, provides a look into the future that knowledge to identify how the the MCST National R&I Programme to provide confidence that the aircraft aircraft should fly in any new, given under the CLEAN FLIGHT project and will indeed remain clear of all other environment. This breakthrough led by Kenneth, saw us developing traffic as planned. This is a key function approach allowed us to achieve our and proposing new routes in and of value to air traffic controllers as it target of generating a result that is out of Malta International Airport will allow them to confidently issue just as accurate as the most complex to allow for lower noise disturbance aircraft with clearance instructions in of optimisations within a fraction of to the local population as well as excess of thirty minutes in advance, the time it would normally take and, less fuel burn and lower emissions. a practice that is currently difficult therefore, applicable to FMSs. It also These proposals have already been to carry out whenever traffic is Focus of the box’ was required. He started 37 Meet the Team: Dr Ing. Kenneth Chircop, Dr Ing. Brian Zammit, Dr Robert Camilleri, Prof. Ing. David Zammit-Mangion, Dr Jason Gauci, Andrew Spiteri, Kevin Theuma, Matthew Xuereb, Captain Alan Muscat. Photography by Jean Claude Vancell. expected to converge simultaneously even more complex operational there. Aircraft are very efficient towards a waypoint or airport. situations. The in-trial operations are aerodynamically and, perhaps exciting from a research perspective, contrary to common belief, struggle to very promising from an industrial as we are preparing to put the descend to earth steeply, even under perspective and led us to a second technology into industrial use with real no power. Since it is more efficient for project, in which we are preparing to aircraft, pilots, and air traffic controllers jet aircraft to fly at high altitude, they put the technology of CLEAN FLIGHT in a real air traffic control environment. are typically flown at the preferred The results of CLEAN FLIGHT were into in-trial operation and to extend Focus the optimisation function to consider 38 But our efforts in flight management do not stop cruise altitude, ideally starting descent at the latest moment to just Aircraft are very efficient aerodynamically and struggle to descend to earth steeply, even under no power. let the aircraft glide down to the to recover from a potentially unsafe the University has, through the airfield. The descent profile, however, condition with excessive energy. Knowledge Transfer Office, taken the As part of his Ph.D. studies, necessary steps to protect and exploit including weather, terrain, traffic, colleague academic Brian Zammit the intellectual property generated and winds, and it is quite possible for developed a tool that helps pilots through our activities. We have several constraints to conspire and recover from an inadvertent deviation been granted a patent in the United result in the aircraft approaching the from the desired path. It identifies in States for the invention of the ATC airfield too high. This poses a safety three dimensions a new path that the tool, and our other inventions have threat, as a continued approach may, aircraft will need to follow to arrive at applications pending grant. Our next in severe cases, result in an unsafe the final approach point, at the correct ambition is to continue transferring landing attempt. Consequently, what height and speed, and at the right these and other technologies for use is called ‘energy management’ is today time. This, again, involves trajectory in the industry to further strengthen considered important in the descent optimisation and, given the variables the contribution the University towards an airfield. So now the focus and uncertainties of the atmosphere, is already provides to society, and to is generally on the development of technologically challenging to achieve enjoy the work in the process. tools that can provide confidence, with the desired accuracy. Our work from as early as top of descent, that has resulted in the development of a CLEAN FLIGHT was funded by the the energy state of an aircraft on software prototype that is still on-going MCST National R&I Programme landing will be as desired. We added to allow us to improve the combination (MCST project R&I 2001-021). value to this by working on solving of accuracy and fast execution speed. CLEAN FLIGHT II was funded by the issue of accurately identifying what needs to be done for the pilot As our contributions to technology have a potential value to industry, the MCST National R&I Programme (MCST project R&I 2013-025). Focus depends on several constraints, 39