A publication of the National Air Traffic Controllers Association
Issue link: http://natca.uberflip.com/i/961329
the F AA 7110.65, Paragraph 5 ‐ 7 ‐ 4 Speed Termination states: "Advise aircraft to "resume normal speed" when ATC ‐ assigned speed adjustments are no longer required and no published speed restr ictions apply." The AIM, Paragraph 5 ‐ 5 ‐ 9 Speed Adjustments, subparagraph 5(a) also has language that is similar to the language in the FAA 7110.65, which states how a controller will terminate ATC ‐ assigned speed adjustments when no longer required; "Instru cts pilots to "resume normal speed" when the aircraft is on a heading, random routing, charted procedure, or route without published speed restrictions." However, new language was recently added to the AIM under paragraph 4 ‐ 4 ‐ 12 f5, which states; "A climb via or descend via clearance cancels any previously issued speed restrictions and, once established on the depicted departure or arrival, to climb or descend, and to meet all published or assigned altitude and/or speed restrictions." This language is not found in the 7110.65 and is what has created some recent issues/concerns. The FAA 7110.65, Paragraph 4 ‐ 5 ‐ 7 h Note states: when cleared for STARs that contain published speed restrictions, the pilot must comply with those speed restrictions independent of any descend via clearance. Where STARS contain no published speed restrictions, the DV clearance doesn't cancel previously issued speed restrictions. One solution mentioned by Industry was to treat DV and Climb Via (CV) the same as those requirements pertain to Instrument Approach Procedures, which is covered under FAA 7110.65, 5 - 7 ‐ 1 c and d, which states; c. At the time approach clearance is issued previously issued speed adjustments must be restated if required, and d. Approach clearances cancel any previously assigned speed adjustment. Pilots are expected to make their own speed adjustments to complete the approach unless the adjustments are restated. Industry believes this will standardize the situation because it meets what all their pilots have be en trained to performed, but would require all controllers to receive training because it completely different than how we have been trained. This issue was not resolved during our November 2017 or February 2018 meeting and we will continue to discuss it a t our next meeting. Approach Clearance Confusion Received a briefing from Airli ne Pilots Association (ALPA ), Allied Pilots Association (APA), National Business Aircraft Association (NBAA), and NATCA on recent events that have generated a great deal of interest and concern with certain approach clearances where altitudes below the procedure and Minimum Vectoring Altitude (MVA). En Route Transition Assignments – Received a briefing from AJV ‐ 8 about developing guidance for assigning changes to En Route Tr ansitions on STARS (Not to be confused with Runway Transitions). KSNA SID and A ‐ RNP Issues – Received a briefing from Gary McMullin (SWA) about the new procedures, which led to many pilots within the room being confused regarding the PBN requirements need ed to fly the procedure. The big difference with A ‐ RNP is the requirement to use RNP ‐ 1 instead of RNAV ‐ 1, however the requirements for both are the same, but many pilots have been led to believe RNP is only Authorization Required