A publication of the National Air Traffic Controllers Association
Issue link: http://natca.uberflip.com/i/872987
In 2012, the co ncept was that the aircraft was visual to the IDF, and then would enter IMC and proceed on the IFR portion of the departure. Since that time there have been many requests for the operator to be able to enter IMC prior to the IDF. This has been approved if the aircraft is on positive course guidance to the IDF with either a Direct to Fix or Course to Fix leg, and the helicopter exceeds a climb gradient for the Visual Segment Climb Angle, which provides for a margin of safety above obstacles in the visual seg ment. This has been approved many times, but there is no documented guidance on what is required. The Visual Segment evaluation allows the procedure to be treated as a "Depart Visually" departure, which allows the pilot to use the published visibility a nd ceili ng on the chart for departure. On the Depart VFR procedures the pilot has to have the VFR weather for his operating rule that he is flying under (i.e. FAR 135 Helicopter Air Ambulance), which may impose more restrictive d eparture minimums on the pi lot. The key difference between the two types of departure with a visual segment is that with only the track and visual segment evaluation, the pilot can depart visually, but must remain visual contact with the ground and be clear of clouds. If the pilot h as positive course guidance and meets the climb gradient of the VSCA then the pilot may enter IMC prior to crossing the IDF. There are still many questions that need to be answered before any changes occur within the FAA 8260.46, so it remains an open ite m for future discussions. Pilot Controller Procedures & Systems Integration (PCPSI) There will be a Safety Risk Management Panel (SRMP) held on December 6th - 7th discussing the upcoming Document Change Proposal for the FAA 7110.65 regarding paragraph 4 - 7 - 1. The background on this change is for Standard Terminal Arrival Routes (STARS) that provide course guidance to multiple runway transitions, pilots must be provided with runway transition information along w ith the descend via clearance. This allows pi lots to program the Flight Management System (FMS) and fly the proper decent profile associated with the runw ay transition that was issued. On March 1, 2013, a memorandum was issued clarifying FA A JO 7110.65, Paragraph 4 - 7 - 1. The memorandum stated that Air Route Traffic Control Centers (ARTCC) should issue a landing direction and Terminal facilities should issue the runway transition to be flown. I n limited situations when the procedures are covered in a letter of agreement, ARTCCs may issue the runway t r ansition in lieu of Terminal. Once the aircraft is established on the runway transition, due to the behavior of some FMSs, runway changes and certain route changes become problematic for pilots. Prior to this change, controllers were required to vector air craft to the final approach course when any runway change was issued once the aircraft past the point ten miles prior to the runway transition waypoint. This change provides limited rel ief from that requirement. The change requires controllers utilizing descend via clearances on STARs with multiple runway transitions to issue the runway transition or landing direction in conjunction with the descend via clearance. After the aircraft has passed the point 10nm prior to the runway transition waypoint, an add itional change relieves controllers from the requirement to vector aircraft to the final approach course. With strict qualifiers when certain runway or course changes are made.