A publication of the National Air Traffic Controllers Association
Issue link: http://natca.uberflip.com/i/696483
Currently, EFVS can be used only for continued operation between the Decision Altitude/Minimum Descent Altitude (DA/MDA) and 100 feet height above touchdown (HAT) zone eleva tion. The PBN Strategy indicates that the FAA will issue updated regulations and guidance material to enable EFVS operations through the entire visual segment, from 100 feet HAT to touchdown. The new regulations would be applicable to any approach with ver tical guidance. The Team is recommending that upon publication of the final regulations, the capability would then be applied at the selected location. Optimized Profile Descents (OPD) using Area Navigation (RNAV) Standard Terminal Arrivals (STARs) The T eam recognizes that the FAA and Industry have been successful in implementing OPD procedures at many locations in the NAS. Using these procedures aircraft burn less fuel because they allow aircraft to descend from high altitude airspace using minimal engin e power with minimal use of level off segments. The PBN Strategy indicates RNAV STARs will be increasing in availability across the NAS through 2025 and will be provided at other location based on specific operational needs associated with safety, efficien cy, capacity, or access. Benefits achieved may be affected by revisions to existing and development of new according to criteria. The Team has identified several additional high priority locations for OPD implementations. RNP to xLS (with RF/TF) The Tea m recommends the deployment of hybrid procedure designs that integrate an RNP initial and an intermediate segment that includes a Radius - To - Fix or Track - to - Fix leg - type with an ILS approach. The RF/TF leg would connect to the ILS at or outside of the final approach fix. An RNP (RF/TF) to ILS procedure design can allow for a shorter final approach while providing the lowest available minimums. The PARC WG work has completed its recommendations and provided them to the FAA. The Team recommends the FAA conduct an assessment of implementation at the industry identified locations and the identification of pre - implementation milestones. Established on Departure Operations (EDO) The Dallas and Atlanta Metroplex developed RNAV SIDs that use a transitional waypoin t into the terminal or en route environment where once the lead aircraft passed the transitional waypoint, the longitudinal separation could be discontinued as the routes wo uld be procedurally separated. The Atlanta waiver was originally denied and the age ncy never responded to the Dallas waiver. Since no movement had been made by the agency for over two years, it was brought to light when the Atlanta Metroplex implemented their RNAV SIDS and could not use EDO, which dec reased the planned efficiency. Recent ly, a meeting was held in Atlanta, which set the stage to create an EDO Study Workgroup to evaluate the safety and efficiency of usin g EDO as originally presented. The workgroup is attempting to have the study completed, which would be nationally as oppose d to just Dallas and Atlanta and , if successful, a Safety Review Panel would convene sometime in January 2017. New Vertical Guidance