A publication of the National Air Traffic Controllers Association
Issue link: http://natca.uberflip.com/i/793416
Guided Visual Approach has a near term goal under the PBN NAS NAV Strategy 2016, which states, "Developing and implementing an operational capability that leverages the predictability and repeatability of PBN instrument approach procedures and the efficiency of visual separation standards. This will be achieved through updating standards, phraseology and training, and will not require new IAPs. This combination is expected to result in enhanced safety a nd efficiency during visual conditions without the added complexity o f multiple approach procedures." PCPSI will develop a proposed concept of use and implementation recommendations for this capability, taking account of prior efforts and other initiativ es. For example, use of this capability seems to be most appropriate for multiple runways, simultaneous operations (perhaps as an extension of Established on RNP (EoR) ) or at airports where the procedure can be used like an RNAV Visual Flight Procedure (RV FP) to improve stabilized approaches. The PCPSI is not completely clear regarding the GVA request. Is this to be used with EoR? Those in attendance at the latest PCPSI were questioning the value of the clearance because they were not sure if this would b e used as a means to fly into clouds or turn to avoid them. I believe the PCPSI WG needs to receive a more formal briefing before any substantive discussions can truly occur . TCAS - Windshear Phraseology Received briefing from Wes Olson, MIT , where they pro vided information that stated "radar data shows pilots are complying with initial 1500' climb/descend RA by only 20% and 2009 EU study indicates only 50% of RAs are reported. This was tied to frequency congestion being an issue, delays of 15 seconds before pilot reports RA to ATC, RA is over by the time pilot reports it, and some pilots reported the direction of the RA as opposite of the actual command. They believe le ss is best by stating "TCAS RA," then "Clear of conflict," followed by pilot's intention s such as returning to last assigned altitude or request new instructions, etc. PCPSI will make formal recommendation to PARC to simplify the phraseology and standardize with existing Advisory Circular, which will enable ATO and AFS to initiate the changes , and it may require a change to recommended phraseology in TCAS II v7.1 Intro Booklet. The PCPSI will make similar recommendations for Windshear Escape phraseology as us ed with TCAS to keep it simple. Obstacle D eparture Procedures Application of an Inst rument Takeoff from the cockpit is covered with guidance to the average aircrew, FAR 91.175 (f), AIM 5 - 2 - 8, and Ops Specs as specified in a manual approved by FAA. There are three ways to depart when vectors are issued by controller at t owers using either an Obstacle Departure Procedure (ODP), Diverse Vector Area (DVA), or 7110.65W 5 - 6 - 3 vectors below MVA. Section 5 - 6 - 3 of the FAA 76110.65 is very specific about three miles separation minima required, must be 40 miles from antenna, must v ector away from p ro minent o bst acles, and comply with 7210.3Z. When 40:1 obstructions exist, then DVA is mandatory to issue heading off runway not part of another procedure and when 40:1 obstruction, FAA 7110.65 and AIM guidance that heading off runway can only be issued if guaranteed one of three ways are available.