A publication of the National Air Traffic Controllers Association
Issue link: http://natca.uberflip.com/i/862302
a State Letter 2015/40 issued November 2015 and effective date of November 2016. However, the actual implementation occurred on April 27, 2017, whic h was after Training packages were developed with airline partners, multiple briefings and publications across many associations and airline groups, as well as a training video. Shortly after implementing, operational challenges presented themselves that stemmed from multiple safety occurrences, increased workload, frequency congestion, unexpected altitude deviations with the most critica l issues occurring in Toronto. Due to the unacceptable number of altitude deviations, significant increase in workload , and capacity being affected in Toronto, NAVCANADA suspended the new phraseology on May 20, 2017. They are currently having an internal SMS review, making an AIP amendment, addressing the ICAO ATMOPS Panel, looking at the redesign project for YYZ, and on going coordination is occurring between NAVCANADA, FAA, and ICAO. Other topics discussed during the PARC PCPSI meeting concerned proposed changes to FAA 7110.65 paragraph 4 - 7 - 1regarding Descend Via, Runway Transitions, and Landing Directions, Data Comm, and AOPA Temporary Restricted Areas (TRA). PARC NAV WG The PARC NAV WG recently held a meeting in Seattle, WA and covered the following: • Overview & Recommendation Status • Question on Historical Winds Application • 50 second Rule (RNP AR) Action Review • R NP AR – 50 Second Rule Recently, RNP AR approaches have been difficult to design at several airports constrained by either airspace or terrain. The issue has been caused by criteria (8260.58, para. 4 - 2 - 2) that states there must be 15 or 50 seconds between the final rollout point (FROP) and the decision altitude (DA). An approach designed for KLGA is the latest example that best demonstrates this issue. When runway 13 at KLGA is required for arrivals, KTEB departures are highly restricted due to airspace co nstraints. To facilitate a better arrival rate to runway 13 in IFR conditions the FAA has implemented a RNAV (GPS) Rwy 13 approach but this approach has limitations that can be corrected with an RNP AR approach. The GPS approach has high minimums along wit h a 15 - degree offset and many consider this type of approach a moderate level of risk. To reduce this risk a RNAV (RNP) approach has been proposed but the 15 and 50 second rule may not allow this approach to be implemented. The picture below shows the RNA V (RNP) approach that remains clear of KTEB airspace and overlays the existing RNAV (GPS) approach that meets the requirements for ATC and Environmental approval. The problem lies with the distance from the FROP (WP04) to the DA being less than the require d distance to comply with the 15/50 - second rule.