NicolasDec 4, 20257 min read

SHAPP: Short Approach techniques overview

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Short Approaches (SHAPP) involve optimizing the flight path during the approach phase to minimize the distance traveled and the time spent at lower altitudes, where fuel consumption is higher.This technique is particularly beneficial at airports where long, circuitous approaches are the norm due to airspace constraints or noise abatement procedures.

It includes any operational technique that reduces the ground distance of the final approach segment. Instead of flying the full published lateral profile (STAR, downwind-base-final, or long visual final), the aircraft turns earlier or shortens the pattern in a controlled manner.

Short approaches are not a single procedure but a family of pilot or ATC-initiated techniques.

What you'll learn:

Visual Approach
RNP AR Procedures
Direct-to Final Vectoring
Circle-To-Land approach
When and where to apply (or avoid) short approaches?
Benefits and Fuel Savings

1. Operational techniques

A short approach may result from ATC instruction, pilot request, or published procedures. Here are the main techniques used nowadays.

1.1 Visual Approach

Most short approaches are flown visually. Event if visual approach is not automatically shorter, it is the best moment to issue a short approach.
It can be initiated by the controller or requested by the pilot.

In practice, the aircraft no longer flies the full downwind–base–final rectangle. Instead, the turn to base or final starts earlier, and the intercept to the runway occurs closer to the threshold.

Visual Approach

The pilot then manages the aircraft energy very actively as:

A shorter pattern leaves less time to decelerate and configure. Crews often select gear earlier than usual and use intermediate flaps already in the turn.
Thrust changes are frequent, because the aircraft can lose speed quickly in a tight base-to-final.
The goal is to roll out on final aligned with the runway, on the correct vertical path, at the planned approach speed, and with all checklists completed.
The stabilization gate (for example 1000 ft in IMC, 500 ft in VMC) remains non-negotiable.

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💡Expert insight

This technique works best in good visibility, with predictable traffic and without complex terrain. It is most efficient when the instruction or request comes early enough.

If the aircraft is still high, fast, or both, compressing the pattern can drive the crew into a high-energy situation. In that case, pilots often decline the short approach and ask for an extended downwind or extra track miles.

=> To avoid a missed approach and jeopardizing the safety, the pilot should anticipate and make sure he can slow down enough the aircraft to have a safe

When conditions are right and the maneuver is anticipated, the visual short approach is one of the simplest ways to reduce ground distance. It limits vectoring, cuts level segments, and gives the crew direct control over a compact, efficient energy profile.

1.2 RNP AR Procedures

RNP-AR Approaches are a more advanced navigation procedure that allows for highly accurate flight paths, even in challenging terrain or congested airspace.
Based on the principles of Performance Based Navigation (PBN), RNP-AR enables crews to fly approaches using internal navigation tools, allowing for the design of more precise trajectories.

RNP AR (1)

Benefits:

RNP-AR can reduce the distance & time flown during approach and landing. The direct impact on fuel consumption reducing it up to -14% compared to traditional approaches. (Source: O. Sahi, E Turgut, S. Aslaner and O. Usanmaz (2019) Fuel and Carbon Dioxide Emission Assesment for a Curved Approach Procedure)
It improves the vertical profile, avoiding unnecessary level-off at low altitudes, where the fuel consumption is high.
Additionally, it can result in an increase of the airspace capacity which allows a higher number of safe aircraft in the terminal maneuvering area.
RNP-AR also enhances safety by providing more precise lateral and vertical guidance, particularly in challenging environments such as mountainous regions or airports with complex terrain.

Challenges:

They require aircraft to be equipped with sophisticated avionics and flight crews to undergo specialized training
It requires careful coordination with air traffic control and authorities to ensure that the optimized flight paths can be safely integrated into the existing airspace structure. This may involve redesigning airspace or adjusting procedures at certain airports, which can be a lengthy and resource-intensive process.
Finally, as a precise position is required for RNP-AR, spoofing can create difficulties to use this technique, as it can be the case in some conflictual areas of the world

As more airlines and countries adopt this technology, we can expect to see wider implementation of RNP-AR procedures, particularly at airports where terrain or airspace congestion makes traditional approaches less efficient. The continued evolution of navigation technology will also enhance the capabilities of RNP-AR, making it even more precise and reliable. As part of the broader push towards Performance-Based Navigation (PBN), RNP-AR will be a key component of efforts to modernize air traffic management and improve the overall efficiency of the aviation system.

1.3 Direct-to Final Vectoring

Another common path to a short approach is a simple early vector to final. Instead of letting the aircraft fly the full downwind, ATC clears the crew to intercept final directly or to proceed direct to the Final Approach Fix (FAF). This removes the base leg entirely, which can shorten the track by 2–6 NM depending on the airport.

It requires good anticipation. A direct-to clearance often comes while the aircraft is still at higher speed. If the pilot accepts it without preparing for deceleration, the aircraft may arrive at the intercept point too fast or too high. It involves to bring the speed back early, extend the flaps sooner, and use idle or reduced power to control energy.

Direct-to Final Vectoring

1.4 Circle-To-Land approach

This can also be called Tight circling or continuous turn-to-final.

Some airports or ATC patterns allow a continuous, curved turn to final. It resembles a circling-like maneuver but is executed as part of a normal arrival in VMC. The aircraft flies a tight, smooth arc toward the runway threshold, maintaining a constant bank angle and a stable descent rate. This avoids level-offs and removes unnecessary corners in the pattern.

Circle-To-Land approach

ℹ️ This technique is often used where terrain, noise constraints, or runway layout favor curved paths. It creates a naturally short approach because there is no rectangular pattern. The flight path is smooth and compact.

Crews must manage configuration gradually during the turn, ensure the aircraft remains stable, and monitor drift carefully, especially in crosswind. When performed in good conditions, this is one of the most fuel-efficient ways to shorten an approach, because the path is both short and aerodynamically clean.

2. When and where to apply (or avoid) short approaches?

2.1 Favorable Conditions

VMC (Visual Meteorological Conditions)
Visual approaches allow flexible path shaping and earlier turns. FAA rules confirm that visual approaches "do not require flying the full instrument procedure" and may be shortened based on pilot visual reference or ATC instruction.
Source: FAA ATC Handbook, Ch.7 Sec.4; Skybrary visual approach guidance.
Low to medium traffic density
Tightening the pattern helps spacing but requires ATC to ensure wake, sequencing, and runway occupancy are manageable.
No complex terrain / obstacles
Airports like JFK, DEL, OSL, ISL or PEK demonstrate strong SHAPP potential because traffic flows often permit vectoring closer to the runway.
Runways with wide, flexible arrival corridors
Parallel operations often make short visual finals or early base-turns easier.

2.2 Situations to avoid short approaches

IMC or low ceilings prevent stable visual turn-in.
High or heavy aircraft states require a longer stabilized deceleration path.
High traffic density where ATC spacing requires a standard pattern.
Noise-abatement requires extended al routing.
RNP AR procedures are the safer or mandated option due to terrain.

3. Benefits and Fuel Savings

Some fuel analytics platforms, such as SkyBreathe®, can help us quantify the fuel-saving potential of a short approach by analysing thousands of trajectories and comparing the flown approach with historical patterns. These metrics rely on Flight Data Recorder (FDR) data and an AI-based classification of approaches. These metrics rely on Flight Data Recorder (FDR) data and an AI-based classification of approaches. Associated fuel metrics are derived from historical trajectories, for a given set of criteria

Values depend heavily on airport geometry, ATC patterns, runway layout, and aircraft type.

Key savings

Values depend heavily on airport geometry, ATC patterns, runway layout, and aircraft type. Based on the data of more than 15 million monitored flights and the SkyBreathe® Community airlines’ feedback, the following averages are commonly observed: