All operators of transport category aircraft face the same broad challenges, each with a number of solutions. Southwest Airlines is one of the nation’s consistently successful and perpetually profitable airlines, so reverse-engineering how it responds to these challenges is prudent good business.
On January 11, Southwest said that it was flying efficient RNP (Required Navigation Performance) procedures at 11 airports it serves, including Boise, Chicago Midway, LA, and Raleigh-Durham. That efficiency will help Southwest maintain its low fares. In concert with RNAV, RNP is the cornerstone of the satellite-based Next Generation National Airspace System. Teammates, RNAV and RNP facilitate the design of efficient airspace and procedures that improve safety, access, capacity, predictability, and operational efficiency. Precisely defined terminal procedures improve access and flexibility, enhance reliability, and reduce delays, thereby reducing fuel requirements and emissions.
By flying RNP procedures at 11 airports, Southwest projects its initial savings at $16 million a year. That will grow to an estimated $60 million when RNP covers all of its 70-plus destinations. An ongoing effort, so far the FAA has authorized more than 200 RNP procedures at 63 airports in 33 states and territories, and more than 340 RNAV procedures at 118 airports in 30 states and territories.
Southwest invested four years and $175 million to equip 345 Boeing 737-700s for RNP operations and trained its pilots and technicians to use and maintain the system. Beyond the immediate return, integrating the system now provides flexibility in “any new aircraft platform we might use in the future.” Entering international service in 1996, RNP is not bleeding edge technology. Collaborating with technical and operational experts from several nations, the International Civil Aviation Organization (ICAO) published its globally harmonized Performance Based Navigation (PBN) manual in March 2007.
Unlike Southwest, many airlines seem reluctant to invest in RNP upgrades. Perhaps they are waiting to see if their calls for federal aid will materialize. Given the current political discussion to cut the budget by $100 billion, this seems unlikely, especially when the really big-ticket items—Defense, Social Security, and Medicare—are exempt.
Over the past several years, many airlines have been building their cash reserves to soften the impact of another economic downturn. As NextGen marches inexorably toward toward full implementation, failure to invest a portion of that reserve could result in a self-inflicted financial wound.
Most people know it always costs more to meet the requirements of an unavoidable deadline at the last minute, whether buying an airline ticket or integrating—and learning to use and maintain—new technology in a fleet of airliners.
Without a doubt, some NextGen steps are suffering growing pains, as all new technology must, but RNP is not one of them. As ASIG reverse-engineers the logic of Southwest’s new RNP capabilities, the airline is marching toward NextGen compliance in a measured, step-by-step process of its own making and timing.
Proven and providing an immediate—and growing—return, RNP is the heart of an airplane’s NextGen system. To it Southwest will efficiently and economically connect NextGen’s remaining steps as they mature and deliver reliable dividends. Call it a self-funded NextGen compliance plan with benefits, and ASIG can show how it will work for your operation.
Until next time, stay 5x5, mission ready, and Wired!
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