A publication of the National Air Traffic Controllers Association
Issue link: http://natca.uberflip.com/i/610992
This group makes recommendations and the latest, which includes Bill Wise (Eastern PBN) and Bennie Hutto (DC Metroplex ) , are our comments as follows: o Speed restriction notes contained on a chart should be issued to the pilot through voice or datalink to ensure clarity of what is expected. "While we agree that associating speeds with a fix and having it coded in the box is a good way to go, we do not agree with transferring the responsibility of the pilot to read and comply with speed restrictions contained on procedures (STARS/SIDS) and it should not be transferred to controllers to issue e ither verbally, PDC, or CPDLC". o Eliminate the STAR bottom altitude chart note. "No Issue". o The PCPSI request the PARC to engage with the a ppropriate FAA leadership to change their interpretation of Top Altitude as a requirement for issuing Climb Via clearances, and should reference it as the initial published ATC clearance limit altitude, or initial altitude to maintain. Climb Via would then be applied only to procedures containing actual published altitude constraints, and when ATC expects the pilot to comply with them. "Agree" o STAR runway transition labeling on the chart plan view needs to include the Runway ID at that end of the transi tion. "We feel pilots are being led to believe when issued a specific runway transition they will always land on the named runway associated with the runway transition, which is not true and causing more problems for controllers and pilots. Currently, ru nway transitions must be issued 10 miles or more from the initial waypoint that starts a runway transition or radar vectors must be issued and this criteria/process is causing issues and directly impacting pilots and controllers all based on the Flight Man agement System design. It has been suggested to use the last waypoint name as the runway transition name instead of runway numbers to remove the confusion and possible FMS issues and allow the issuance of a runway later". o Re - establish the FAA's Climb Via/Descend Via Team. "Agree". · VOR MON – Just to clear some things up. There are only 7 VORs scheduled to be discontinued in 2016. They are: SYO - Sayre, OK OKC/ZFW, AOH - Allen Co Lima, OH DAY/ZID, BUA - Buffalo, SD ZLC, EDS - Orangeburg, SC CAE/ZJX, PLB - Plattsburgh, NY BTV/ZBW, PNN - Princeton, ME BGR /ZBW, FKN - Franklin, VA ORF/ZDC. There are all kinds of criteria that go into determining whether or not a VOR gets decommissioned. Some are: How many procedures are associated with it, whether an entire p rocedure or part of, VOR MON safe landing approaches, unique approaches, airways, location to meet the VOR MON grid, association with metroplex, DoD requirements, service volume, whether needed above 5000', mountain victor airways, core30 support, among ot her things. Mr. Kelly suspects any political influence or amount of crying impacts this too. · Provided presentations for VOR criteria and program lists, Strategy for PBN usage and NPA SID STAR. TEMPORARY OPERATIONAL CONTINENCY OFFICE (TOCO): Tam my Norman (ZTL) is the TOCO Article 48 Representative. This is a one - year detail at the Eastern Service Center to work on this project. Ms. Norman's report for this week is below.