A publication of the National Air Traffic Controllers Association
Issue link: http://natca.uberflip.com/i/589908
instead of correctly following the pro cedure to CHICI and then DEHLI. § This is potentially dangerous because turning unexpectedly after YOKES direct DEHLI or ONL (eliminating CHICI) may put the aircraft in a head - on conflict with the arrival stream aircraft landing in the Denver terminal area. Denver has seen this happen wi th many different types of aircraft. I bring this specific procedure up as an exampl e and it could apply anywhere. § The users format changed some time ago on their PDC clearances. The format now would look like YOKES4 DEHLI ONL. With the space system, if the pilot is not diligent on checking the legs pages and loading the transition, may be set up for an error of not flying the transi tion and going direct to a fix. § ZDV has implemented a new ADR to resolve this temporarily and their procedure will be amen ded but you should be aware this can occur. In addition, Jeppesen chart displays the transitions separ ately from the SID common route , which can lead the pilot to believe the proced ure ends before the transition. § There are many human factors issues here. o Additionally, an issue with verbal clea rances can add to this problem. Some facilities are not issuing the transiti on thinking they don't need to. Our .65 add resses this in several areas. 4 - 2 - 1 is the order of the items in the clearance and the word S ID is mentioned but nothing about a transition. 4 - 3 - 2 Departure Clearances, says " SID (transition if necessary) " and 4 - 3 - 3 Abbreviated Departure Clearances says " SID and S ID transition as appropriate." I view this as, if there is a transition, then it need s to be issued. This is being reviewed by our training and .65 reps. · SID/STAR speeds – There are some issues cropping up over the use o f speeds on and off procedures. SIDs are the only procedures where speeds can be listed in a note. The users are claiming this is a problem because the speed is not coded in the procedure and they may not read the note (this would be a mistake), the note could be squeezed off the display on their iPad (this would be a mistake) or that there should be a fix associated with the speed (not all procedures can accommodate this). The con ventional ORD8 is an example. The coding thing might explain to you why some pilots don't adhere to a speed. o The other topic is when you vector an aircraft off of a procedure, what speed should the pilot maintain. Mr. Kelly has argued that the pilot should maintain the last assigned speed, whether it was on the procedure or assigned and that we don't have a requirement in the .65 that requires us to issue a speed like the other things tha t are required (reas on for vector, altitude, etc.). Some pilots maintain that they are no longer on the procedure so the speed doe sn't apply and might adjust it. This is a subject that needs to be addressed . · Attended meetings/telcons for NSPP, PARC GBAS, PHL RNAV, PBN ATIS, PBN Strategy Work Plans, 1 day floor, 2 days leave · Provided presentations on o PBN Initiative