NATCA Bookshelf

FAA 8260.58 (United States Standard for Performance Based Navigation (PBN) Instrument Procedure Design), and FAA 8260.19 (National Policy for Flight Procedures and Airspace). Departure Criteria Working Group (DWG) - The following information continues to be discussed during our DWG meetings: • 13-DWG-016 - Adding SID-specific requirements to departure criteria (e.g., evaluation process for radar SID): AFS will work with ATO to determine if industry concerns will affect draft criteria. • 16-DWG-016 - Low Close-in Obstacle issue: The DWG discussed the AJV proposal and had some concerns about not publishing all of the obstacles. AFS- 420 will evaluate to see if survey or grouping changes could help resolve the issue. AFS-420 will evaluate the need to list the low, close-in obstacles in the front of the Terminal Procedures publication (TPP). They will also evaluate the ICAO process of indicating that there are low, close-in obstacles. • 16-DWG-017 - ODP with Multiple Sector Departures: AFS-420 is reviewing the draft criteria and will work with operations to ensure it's consistent with the definition for at least one route. • 17-DWG-022 - RNAV Departure Climb-in-hold documentation guidance: AFS- 420 will draft guidance in Order 8260.46 (Departure Procedure (DP) Program) and coordinate with the group. • 17-DWG-023 - Departure CG in Transitions: AFS Flight Ops has evaluated the AJV proposal and determined that it could cause climb performance issues. Further discussions will continue to determine if this would need to be an approval or waiver. Pilot Controller Procedures and Systems Integration (PCPSI) - The main part of the PCPSI WG meeting for April 11-12 was canceled, however, we were able to still hold the Phraseology Harmonization SG meeting in Dallas where the following information was discussed: • Climb VIA EXCEPT MAINTAIN (altitude) - Greg Sizemore (MITRE) provided research on the use of "CLIMB VIA EXCEPT MAINTAIN (altitude)" at KDTW. It was brought up by the industry that this is a confusing clearance for their pilots. A participant mentioned that it should only be allowed after an aircraft has received their initial clearance. There was discussion about why it's used by ATC, and Bennie Hutto stated that it stems from how "Top Altitudes" came to be, along with the changes within FAA 8260.46. Within FAA 8260.46, it states, "A top altitude may be a specific altitude, a specific flight level, or may be in the form of, 'Assigned by ATC'. No more than two top altitudes are allowed per SID and the 'Top Altitude' provided must be at or above all fix crossing altitude restrictions specified along the departure route and transitions." It was this change that mandated "Top Altitude" must be at or above all crossing restrictions that created the use for ATC to use, "As Assigned by ATC" as a "Top Altitude". • Document Change Proposals (DCP) - Draft changes about speeds on SIDS/STARS were discussed concerning FAA Handbook 7110.65, Sections 2-6- 4 (Weather and Chaff), 4-3-2 (Departure Clearances), 5-6-2 (Methods), 5-7-1

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• SAFETY AND TECHNOLOGY DEPARTMENT