Optimal Approach procedures Norwegian Air Shuttle Optimal Approach procedures

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

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

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

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.

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

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.

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).

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» 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

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.

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

Partners Boeing Airbus Avinor SAS Widerøe Novair Swedavia

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