A publication of the National Air Traffic Controllers Association
Issue link: http://natca.uberflip.com/i/579691
some restrictions on its use. o It doesn't mean you won't be able to, just that other design considerations sh ould be considered first until the data proves how reliable the procedures can be with the coding in the FMS boxes and the resulting proper navigation, automation, workload, etc. · PBN Strategy PARC Action Teams - Still working on what a Guided Visua l Approach is. o The latest is a guided visual approach (GVA) is notionally described as an operation that leverages current visual approach concepts while providing a consistent lateral and, where utilized, vertical path. o An aircraft must be cleared for an existing instrument approach procedure (IAP) - meaning the operator must be suitably trained, equipped, and, as necessary, approved for that IAP - prior to be cleared for a GVA. This concept may change. o The following text from an associated FAA Safet y Risk Document provides additional information. § Currently, there are no air traffic control (ATC) procedures requiring a pilot to remain on a ground track once a visual approach clearance is requested and issued during an instrument flight rules flight. § Once issued, a pilot is free to self - navigate the aircraft to the airport while maintaining separation from other aircraft and terrain. o The visual approach can result in un - stabilized approaches from excessive speeds in descents and divergent flight p ath occurrences. There is a need to adhere to a particular ground track arises for purposes of separation, airspace and airport limitations, and to avoid environmental and noise sensitive areas. Experience demonstrates, however, ATC can lower the risk of a loss of separation and avoid traffic conflict under VFR conditions if aircraft remain on the IAP during a visual approach. o The IAP can ensure visual separation, flight path conformity, and consistency, without reliance solel y on the see - and - avoid concep t. o The procedures and phraseology are potentially fairly straightforward. However, ensuring adequate pilot and controller understanding of these things and roles/responsibilities will take effort. o Also, the concept of use requires some additional defin ition. For example, use of GVAs seems to be most appropriate for multiple runway simultaneous operations (perhaps as an extension of " Established on an RNP procedure " operations), which could be limited to a fairly small set of airports across the system. Limiting the use across the system will have an effect on how well the new operation permeates into pilots ' awareness. · PBN Use on ATIS – This initiative has hit a bump in the road as some facilities have backed out because of lack of coordinatio n a nd knowledge of the program. Some new facilities have been asked and include DCA, RIC, ABQ, BNA, PDX, P80 and ELP. Hopefully some usage can occur here and would start mid - October. · Attended meetings/telcons for PBN usage on the ATIS, NSPP, Weekly Se rvice Center, Open SID, JCPD, PARC NAV WG, 1 day floor · Provide files reference presentations on what terrain obstruction responsibility