A publication of the National Air Traffic Controllers Association
Issue link: http://natca.uberflip.com/i/961329
We have been meeting via telcons over the last several weeks disc ussing the issue raised by AJT on their non - concurrence with FAA 8260.3D, specially Chapter 14 regarding SID Criteria. The purpose of these meetings has been to determine if there is a need for SID specific criteria. Our last meeting occurred on March 20th and 21st in Oklahoma City where we discussed design needs regarding Radar Vectors SIDS and Diverse Vector Areas (DVA). AJT's goal is have the SID protect the aircraft instead of the controller who is using FAAO 7110.65, section 5 ‐ 6 ‐ 3 provided the rules an d requirements are met. There will further meetings, but we did discuss the disconnect with what ATC needs on the SID and how that is communicated to designers, the disconnect between how the SID is designed and how it is used by ATC as well as how pilots interpret the SID, training/document changes is/are needed to address the ATC/pilot disconnect, possibly placing the take off minimums in different place such as in the departure route description along with the possibility of adding sector range headings t o the chart. when the aircraft is above the MVA/MIA and ATC is Radar Vectoring (RV), ATC has responsibility for obstacle protection and the aircraft is considered on the SID, developing new criteria for vectoring below MVA/MIA that is not called a DVA but is part of the SID using the departure criteria, under the departure route description of RV SID, it may be necessary to remove "for assigned heading and or as assigned by ATC" and change it to "fly assigned heading for RV to waypoint/fix", is the aircraf t protected from all 40:1 obstacles using 5 ‐ 6 ‐ 3a today, and with any change an SMS Panel is needed. Pilot Controller Procedures & Systems Integration (PCPSI) No meetings have occurred since our last meeting from February 6 - 8 and below is what was discusse d at that meeting. STAR Runway Transitions FAA 7110.65 4 ‐ 7 ‐ 1 DCP SRMP ‐ The WG was reminded about the DCP SRMP being held at the FAA from December 5 - 7 . The background on this change is for Standard Terminal Arrival Routes (STARS) that provide course guida nce to multiple runway transitions, pilots must be provided with runway transition information along with the descend via clearance. This allows pilots 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 FAA 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. In limited situations when the procedures are covered in a letter of agreement, ARTCCs may issue the runway transition 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 aircraft 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 relief from that requirement. The change requires controllers utilizing descend via clearances on STARs with multiple runway transitions to issue the runway transition or landing direc tion in conjunction with the descend via clearance. After the aircraft, has passed the point 10nm prior to the runway transition waypoint, an additional change relieves controllers from the requirement to vector aircraft to the final approach course if a c hange in runways is made but does contain strict qualifiers.