Difference between revisions of "Continuous descent operation"
From EUROCONTROL ATM Lexicon
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=== Definition Source === | === Definition Source === | ||
| − | {{#set:defsource=ICAO (2010) Doc 9931, Continuous Descent Operations (CDO) Manual | + | {{#set:defsource=1. ICAO (2010) Doc 9931, Continuous Descent Operations (CDO) Manual |
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| + | 2. SESAR Concept of Operations Step 2 Edition 2014 (Ed. 01.01.00) | ||
}} | }} | ||
{{#ask: [[Continuous descent operation]] | ?defsource= }} | {{#ask: [[Continuous descent operation]] | ?defsource= }} | ||
Revision as of 12:32, 27 July 2015
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| Term | continuous descent operation |
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Abbreviation
| Continuous descent operation | CDO |
Definition
| Continuous descent operation | An operation, enabled by airspace design, procedure design and ATC facilitation, in which an arriving aircraft descends continuously, to the greatest possible extent, by employing minimum engine thrust, ideally in a low drag configuration, prior to the final approach fix /final approach point. |
Definition Source
| Continuous descent operation | 1. ICAO (2010) Doc 9931, Continuous Descent Operations (CDO) Manual 2. SESAR Concept of Operations Step 2 Edition 2014 (Ed. 01.01.00) |
Note
| Continuous descent operation | 1.— An optimum CDO starts from the top of descent and uses descent profiles that reduce , segments of level flight, noise, fuel burn, emissions and controller/pilot communications, while increasing predictability to pilots and controllers and flight stability. 2.— A CDO initiated from the highest possible level in the enroute or arrival phases of flight will achieve the maximum reduction in fuel burn, noise, and emissions. |
