A publication of the National Air Traffic Controllers Association
Issue link: http://natca.uberflip.com/i/600489
ensure that representatives from all parties were prepared to discuss linking/building PBN based routes from North America through the Caribbean and Central America down to South America to improve air traffic flow through the regions. · DEN/D01 - O verall, Denver is pleased with EoR and they are looking at ways to expand EoR use to include widely spaced parallel runway operations during non - Visual Meteorological Conditions (VMC). Denver is also considering using RNAV visual approaches to use an EoR l ike concept during VMC for their dual and triple runway operations. The TRACON controllers like EoR but the tower controllers (who also like EoR) are concerned that the current widely spaced runway operations may not work well with their optimum ground mov ement patterns. Additionally, ground movement during de - icing conditions would make EoR operations virtually unusable most of the time. o We had a meeting on climb via use at DEN as the PARC PCPSI group is concerned with topics: Climb via, except maintain, and subsequent climb via SID after departure and the subsequent pilot confusion. The pilot confusion is mostly a pilot training issue, however the bottom line is that there is confusion even when most of the pilots seem to understand so we are approaching a stage where we either have redouble/triple the training or reinforcement end, reevaluate whether we are all doing the same thing at every facility and/or reevaluate whether we need to go in a different direction. · Diverse Vector Areas (DVA) Guidan ce - There have been some modifications to expand their coverage area. Previously we had a 45 - degree limit on how far off the reciprocal course an aircraft could be placed before being directed to pr oceed to the initial fix (IF). New criteria allows a 90 d egree intercept with either a normal r adar vector SID or an Open SID. Establishment and rules for D VAs is contained in the 7210.3. DVAs should be considered when an obstacle(s) penetrates the airport's diverse departure obstacle clearance surface (OCS). Th e OCS is a 40:1 surface and is intended to protect the minimum climb gradient. If there are no obstacle penetrations of this surface, then standard takeoff minimums apply, obstacle clearance requirements are satisfied and free vectoring is permitted below the MVA. · Understanding ODPs - With the inclusion of Climb Via, this ODP issue has become a critical safety issue. It is introducing confusion in the execution of departures and risk i n obstacle clearance. The responsibility for the first 1000 feet vertically (or as required for higher obstacles) is squarely on the aircrew's shoulders until an initial minimum safe instru ment altitude has been reached. It is important to note that diverse vector areas do not exist everywhere and that every departure h as an implie d gradient if none is listed. A review of the following document s would help in understanding, FAR 91.175(f), FAR 121.189(d)(2), AIM section 5 - 2 - 8, AC120 - 91, IPH 8261 - 1 Chapter 2, and AFMAN11 - 217. There is a need to get the design of new RNAV p rocedures, the CV versus CM issue, and the radar vector SID or just plain radar vectors in 7110.65 5 - 6 - 3 to match the AFS and pilot guidance out there. o Instrument departure procedures are preplanned instrument flight rule (IFR) procedures, which provide obstruction clearance from the terminal area to the appropriate en route structure. There are two types of DPs, Obstacle Departure Procedures (ODPs), printed either textually or graphically, and Standard Instrument Departures (SIDs), always printed graphic ally. All DPs, either textual or graphic