A publication of the National Air Traffic Controllers Association
Issue link: http://natca.uberflip.com/i/1016075
vertical guidance, controllers must issue the runway transition using a runway number. Where chart notes identify what runway transition to fly, a landing direction may be issued in lieu of a runway number. In certain cases, relief is provided from the requirement to vector to the final approach co urse after a runway change is made inside the point 10NM from the runway transition waypoint. Controllers can now avoid vectoring after a runway change is issued provided that after the change, the lateral and vertical paths of the transition remain the sa me to the end of the STAR, and when the change is issued, 10NM exists between the aircraft and the point the change becomes effective. Emphasis that pilots need sufficient time to program such changes is added. Figures are added for clarity. Legacy termi nology no longer used has been removed. Additionally, we have discussed and agreed upon defining a Runway Transition Waypoint within FAA 7110.65. 2. Speed Cancellation Guidance FAA 7110.65 5 - 7 - 1 slated for implementation on February 28, 2019 – The backgroun d on this change is a climb or descend via clearance cancels any previously issued speed restriction and requires pilots to meet all published speed restrictions on the procedure. But what is expected of a pilot when there are no published speed restrictio ns on the procedure? If an airspeed was previously assigned, is the pilot expected to maintain that speed, or does the climb or descend via clearance allow the pilot to operate at any speed? The Pilot Controller Procedures & Systems Integration (PCPSI) w ork group discussed this issue and identified that FAA Order JO 7110.65 does not match the Aeronau tical Information Manual (AIM). The AIM advises pilots that a climb or descend via clearance cancels any previously assigned speed. It does not specify that a procedure must have published speeds for that guidance to apply. The 7110.65 is being revised to match the guidance in the AIM. If a controller requires a speed to be maintained on procedures without published speed restrictions, then the controller must assign the speed in conjunction with the climb or descend via clearance even if a speed was previously assigned. 3. SID/STAR En Route Transition Assignments slated for implementation on February 28, 2019 – The background on this change is when a SID or S TAR is involved, flight management systems (FMS) only display the downstream fixes on the transition the aircraft has been cleared on. When the need arises to clear an aircraft to a different transition on the same procedure, spec ific phraseology must be u sed. This alerts pilots to look to the transitions page of the FMS to find the fix on the new transition they are being cleared to. PARC NAV WG We met on Aug. 1 - 2 in Seattle at the Boeing Company and discussed the following: 1. Final to Miss OCS Transition (Work Session): Mike Cramer (MITRE) opened the discussion by reviewing (with Gary Petty AFS - 420) the material fro m our last Face to Face (F2F). This was essentially Gary's presentation on the differences between how the transition is done for R NP A R and LNAV/VNAV. A very wide - ranging discussion ensued because once we harmonize the methods, it could be