Norwegian Air Shuttle Optimal Approach procedures.
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Transcript of Norwegian Air Shuttle Optimal Approach procedures.
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Norwegian Air ShuttleOptimal Approach procedures
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Introduction
• Key figures
• 95 B737• 8 B787• 129 destinations• Operations on three continents
Per Hugo NilsenManager Navigation
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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
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Airbus A320neo
Boeing 737 MAX8
Boeing 737-800
Boeing 787 Dreamliner
Current & future fleet
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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.
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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
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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.
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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).
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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.
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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)
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Inbound ENGM from Bergen to RWY01L
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Inbound ENGM from Bergen to RWY01L
Utilizing RNP AR procedures(Visual procedures)
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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
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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.
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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
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Partners
BoeingAirbusAvinor
SASWiderøeNovairSwedavia
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Thank you!