Norwegian Air ShuttleOptimal Approach procedures

Introduction

• Key figures

• 95 B737• 8 B787• 129 destinations• Operations on three continents

Per Hugo NilsenManager Navigation

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

Airbus A320neo

Boeing 737 MAX8

Boeing 737-800

Boeing 787 Dreamliner

Current & future fleet

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.

DesignSelection of Terminal Area Designs

Terminal area design selection should reflect

Traffic volume TMA Complexity Aircraft operations Peak – Off Peak Available technology

Y-Typ

eTrombone

Point Merge

Straight in

T-Type

DescendA 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.

DescendA 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).

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.

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)

Inbound ENGM from Bergen to RWY01L

Inbound ENGM from Bergen to RWY01L

Utilizing RNP AR procedures(Visual procedures)

Future Aispace design elements«Off peak STAR`s»

At FL90

MAX 250 KT

At or below FL120

19.1

19.0

5.0

6.7

9.2

33.4

15.0

6.6

At FL90

5.0

Distances from IAF to RWY 01RINSUV to 01R: 16.9 nmiLUVOX to 01R: 14.9 nmi

MAX 220 KT

49.3

4.4

6.6

9.7

5.0

INREX SUSIB LUVOX RWY 01REstimated Distance: 79 nmiEstimated Time: 20 minEstimated Fuel: 538 kg

PMS INREX SUSIB GM403 RWY 01REstimated Distance:103 nmiEstimated Time: 28 minEstimated Fuel: 856 kg

PMS INREX GM454 RWY 01REstimated Distance:128 nmiEstimated Time: 34 minEstimated Fuel: 1,066 kg

INREX direct LUVOX RWY 01REstimated Distance: 78 nmiEstimated Time: 20 minEstimated Fuel: 537 kg

63.5

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?

Estimated Benefits Compared to Baseline PMS Route

INREX Arrival Routes to RWY 01R Estimates

* 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.

Future Airspace design elements ENGM«Noise»

INREX SUSIB LUVOX

PMS INREX SUSIB GM403

PM

S

INR

EX

GM

454

PMS BELGU VANUK

GM402

PMS B

ELGU

GM45

5

BELGU Direct ELVUN

Estimated noise exposure in capita for all PMS arrivals vs. “Off Peak STAR`s” approach to ENGM RWY01L/R

Partners

BoeingAirbusAvinor

SASWiderøeNovairSwedavia

Thank you!