The Aircraft Specific and Fleet data have been obtained from FlightRadar24 ( ), (accessed on 27 July 2022) data sources. March is selected as it is known to be a month of high dust storm activity and has been studied in our previous work, albeit in 20. We analyse the entire fleet of a low-cost carrier (LCC) based at Dubai International Airport (ICAO: OMDB, IATA: DXB) in the month of March 2019, with a fleet comprised of Boeing 737-800 (NG) and 737 Max 8 aircraft. The aim of the current work is to exploit the OpenSky database to capture the variability of dust exposure levels due to movement type (departure or arrival), runway orientation (north-west or south-east), and altitude profile (climb versus approach and hold). However, this approach is unable to capture the nuances of realistic operational constraints that may present opportunities for new dust-induced engine degradation mitigation strategies. The use of weather reanalysis models for dust ingestion into aeroengines has been studied in previous works, in which the authors simulated generic flight profiles on a great-circle and passed the aircraft position through a modelled atmospheric dust concentration field. This exposure creates a maintenance burden for both operators and engine Original Equipment Manufacturers (OEMs), who are required to conduct compressor washes, and component repairs and overhauls, at an increased frequency due to the effects of fouling, erosion, deposition, and physico-chemical attack by in situ formed mineral glass deposits. Therefore, for aircraft that are operating within the region, it is likely that within a year-long period, many aircraft will ingest large quantities of ambient dust and encounter several dust storms. The operating bases for these airlines are designated as ‘non-benign’ due to the large amount of atmospheric dust that exists within the atmosphere that surrounds these airports.
This has in part been driven by the growth of Gulf states low-cost carriers (LCC), who have rapidly expanded their fleets over the last ten years. Over the past 30 years, there has been a significant increase in the number of aircraft and airlines operating in dusty regions, most prominently within the Persian Gulf. It is found that runway orientation and patterns of traffic arrival have a direct bearing on the amount of dust encountered by aircraft engines. The variations in dust loading experienced by a Middle Eastern Low-Cost Carrier’s (LCC) fleet were analysed by combining the Copernicus Atmospheric Monitoring Services (CAMS) dust reanalysis dataset with the OpenSky Network’s open-source trajectory data pool. A methodology that takes a fleet-based approach to quantify the dust exposure experienced by aircraft, primarily operated within the Persian Gulf, has been developed to investigate opportunities for mitigating engine damage by atmospheric dust. Atmospheric dust ingestion leads to premature failure of engine components, increased fuel burn due to loss of efficiency, and shortened maintenance intervals. Extending the in-service life of aeroengines through route optimisation is one method to contribute to the sustainability of aviation.
See LiveATC.Aircraft manufacturers and airlines invest large amounts of money into making air travel more sustainable to reduce the effects of global warming. ICAO: CYVR IATA: YVR Airport: Vancouver International AirportĬountry: Canada Continent: North America CYVR METAR Weather: CYVR 011300Z 09005KT 030V100 15SM FEW049 SCT068 SCT080 BKN120 05/02 A2979 RMK SC1AC2AC1AC1 CU ASOCTD SLP089ĬYVR ADS-B Flight Tracking (ADSBExchange)
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