Says Systems Already In Place, "Saving Millions"

Editor's Note: Upon her return from the US-India Aviation Summit, on Tuesday FAA Administrator Marion Blakey (right) told attendees at a media briefing in Washington, DC it's "very clear" the rest of the world is looking to the United States for guidance on how to deal with increased growth in personal and commercial aviation.

In the speech below, Ms. Blakey outlines one of the tenets of the agency's much-touted "NextGen" air traffic control system: Performance-Based Navigation, a system the Administrator says could relieve congestion around the globe.

There is increasing interest in getting from A to B on time and with less fuel. No question that's also a big driver for us here, as those of us who've sat on a summer tarmac can well attest. We're here to talk about something that's going to help. Let me tell you, Performance-Based Navigation can make a difference. When I say, "performance-based navigation," I'm talking about RNP and RNAV: Required Navigation Performance and Area Navigation. They're already saving millions.

Performance-based navigation is an important part of the NextGen modernization plan, and it isn't just happening here in the States. In fact, ICAO just published a manual for performance-based navigation. Working together with Eurocontrol, we'll be teaching courses jointly in all ICAO regions starting in September. They'll conclude the following summer.

As many of you know, RNAV procedures create more lanes in limited airspace. Pilots can reroute around weather. RNAV helps aircraft avoid longer routes. With RNAV, we've implemented 155 arrivals and departures to date at 38 airports, with 42 more to be published by the end of the year. RNAV is saving about 8.5 million dollars per year annually at DFW. Delta reports savings of 36 million annually at Atlanta. We're also seeing capacity benefits with RNAV. At DFW, RNAV departures are allowing between eleven and twenty additional operations per hour. Results are similar at Atlanta, with an additional 10 departures per hour.

RNP is making the same kind of headway. RNP takes advantage of an airplane's onboard navigation capability to fly a more precise flight path into an airport. RNP increases airport access during marginal weather.

Alaska Airlines reported more than 980 "diversion saves" in 2006 due to RNP. That's when an airplane normally would have to be diverted because of weather. We have 37 RNP approaches in place at 17 airports, with another 34 approaches that should be in place by the end of the year. On May 10, we plan to publish 10 more RNP approach procedures at Atlanta and three at DFW. We plan to publish at least 25 approaches next year.

In addition, I'd be remiss not to mention that on March 6, Delta received approval for its 737-800 fleet to fly RNP approaches. They join Horizon, Alaska and Continental airlines, which also have RNP approvals. This group's growing. Late yesterday afternoon, I learned that the entire Southwest fleet is going to be equipped for RNP. That means all new planes and a retrofit of what's in the fleet now. Let me tell you, this is a tipping point for performance-based navigation.

Performance-based navigation is green. It flat out saves fuel. It relieves congestion, alleviates choke points and reduces delays. It increases efficiency by providing smoother traffic flow. It's clear that performance-based navigation is good for the environment. Flying straight down the middle of a flight path means that people on the ground perceive less jet noise and experience fewer engine emissions.

Bottom line: Performance-based navigation is the right thing at the right time. Performance-based navigation allows us to move more planes safely and efficiently. For the passenger, that's the best news of all.

FMI: Read The FAA Fact Sheet On RNAV And RNP