1. Optimal Approach procedures
Norwegian Air Shuttle
Optimal Approach procedures

2. Introduction Key figures 95 B737 8 B787 129 destinations
Operations on three continents
Per Hugo Nilsen
Manager Navigation

3. Prerequisits for an optimum approach Enroute optimization
Topics
Introduction
Prerequisits for an optimum approach
Enroute optimization
Terminal Airspace design selection
Optimization through design & planning
Safety
Savings
Terminal Area and approach development
Current & future PBN activities.
Visual RNAV
Current ENGM/Oslo TMA design
ENGM PBN TMA & approach development
Partners

4. Current & future fleet Boeing 737-800 Boeing 787 Dreamliner
Airbus A320neo
Boeing 737 MAX8

6. Optimization enroute is a prerequisite
Good enroute optimization is a prerequisite for optimum descend planning
Efficient management of the enroute phase through active speed control and good communication with ACC`s is a prerequisite for planning optimized trajectory within the approach phase.
Speed adjustments enroute (before TOD) to secure adequate lateral spacing before entering TMA is from an operators point of view the optimal form TMA optimization. Measures applied before entering descend and approach phase give a more optimal and seamless path towards final approach.

7. Selection of Terminal Area Designs
Trombone
Y-Type
Terminal area design selection should reflect
Traffic volume
TMA Complexity
Aircraft operations
Peak – Off Peak
Available technology
Straight in
Point Merge
T-Type

8. A well designed & planned descent/approach increase safety levels
Descend
A flight phase with safety in mind.
A well designed & planned descent/approach increase safety levels
Predictability.
Reduced descend planning complexity.
Automation through use of sophisticated RNAV onboard avionics.
Flight crew workload reduction.
Terrain clearance (CFIT).
Eases energy management (stored kinetic energy).
Controller workload & predictability.

9. Descend A flight phase with high saving potential.
A well designed & planned descent/approach can save a lot…..
More than 250Kgs. for a single optimized approach.
Economy
Why
With a meager overall net profit margin of 1.8% for European airlines
Saving potenstial
Boeing estimates that a 1 percent reduction in fuel used per flight can result in fuel savings of up to 515 Tons per airplane per year (Boeing, 2004).

10. Terminal Approach procedures design
«Optimization through design & planning»
An optimal Approach procedure design should secure a descend trajectory primarily using the kinetic energy already stored in the aircraft at TOD.
Reduced fuel-burn.
Reduced noise and emissions footprint.
Secure optimal lateral & vertical profiles.
Approach designs based on economical speed scenarios suited for leading operators.
Few or no vertical constraints within TMA design.
Secure enhanced predictability & reduced workload for Flight Crews through use of RNAV (GNSS technology).
Enhanced use of sophisticated aircraft automation through FMS coded arrival & approach procedures.
Improved predictability for Air Traffic Control.
Reduced controller workload by reducing the need to devise and provide. clearances for each arriving aircraft in order to build the required arrival stream.
RT reduction through self navigation.

11. Approach & Airspace design development
«Current & future PBN activities»
Utilizing GNSS technology
GBAS/GLS
Precision approach with CATIII potensial
Multiple VPA
Displaced thresholds
RNP APCH and RNP AR APCH
Safety
Accessibility
Shorter approach distance (time/fuel saving)
RNP AR to secure independent parallel operations
Combining technologies
RNP to XLS (GBAS/ILS)

12. Inbound ENGM from Bergen to RWY01L

13. Inbound ENGM from Bergen to RWY01L
Utilizing RNP AR procedures
(Visual procedures)

14. Future Aispace design elements
«Off peak STAR`s»
INREX direct LUVOX RWY 01R
Estimated Distance: 78 nmi
Estimated Time: 20 min
Estimated Fuel: 537 kg
15.0
Distances from IAF to RWY 01R
INSUV to 01R: 16.9 nmi
LUVOX to 01R: 14.9 nmi
MAX 250 KT
INREX SUSIB LUVOX RWY 01R
Estimated Distance: 79 nmi
Estimated Time: 20 min
Estimated Fuel: 538 kg
63.5
33.4
49.3
At or below
FL120
9.7
PMS INREX SUSIB GM403 RWY 01R
Estimated Distance:103 nmi
Estimated Time: 28 min
Estimated Fuel: 856 kg
4.4
5.0
9.2
At FL90
5.0
19.0
6.7
MAX 220 KT
PMS INREX GM454 RWY 01R
Estimated Distance:128 nmi
Estimated Time: 34 min
Estimated Fuel: 1,066 kg
19.1
6.6
6.6
5.0
At FL90

15. Decompression & Driftdown
What are the noise, fuel and CO2 benefits of a more direct routing to RWYs 01R and 01L compared to the INREX and BELGU point-merge arrivals?
INREX Arrival Routes to RWY 01R Estimates
Estimated Benefits Compared to Baseline PMS Route
* The LUVOX arrivals to RWY 01R shift the noise west of the existing baseline 01R ILS approach noise contours.
** There is no noise reduction from the GM403 point-merge route to INSUV as compared to the baseline INREX PMS from INREX, INSUV, GM454 to RWY 01R.

16. Future Airspace design elements ENGM
«Noise»
BELGU Direct ELVUN
INREX SUSIB LUVOX
Estimated noise exposure in capita for all PMS arrivals vs. “Off Peak STAR`s” approach to ENGM RWY01L/R
PMS BELGU VANUK GM402
PMS INREX SUSIB GM403
PMS BELGU GM455
PMS INREX GM454

17. Partners
Boeing
Airbus
Avinor
SAS
Widerøe
Novair
Swedavia

18. Thank you!