NATCA Bookshelf

Pilot Controller Procedures & Systems Integration (PCPSI) No meetings have occurred since our last meeting from February 6th-8th and below is what was discussed at that meeting. 1. STAR Runway Transitions FAA 7110.65 4-7-1 DCP – The background on this change is for Standard Terminal Arrival (STAR) procedures that provide course guidance to multiple runway transitions, pilots must be provided with runway transition information. This allows pilots to program the Flight Management System (FMS) and fly the proper decent profile associated with the runway transition that was issued. On March 1, 2013, a memorandum was issued clarifying FAA Order JO 7110.65, Paragraph 4-7-1. The memorandum stated that Air Route Traffic Control Centers (ARTCCs) should issue a landing direction and Terminal facilities should issue runway transitions. 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 become problematic for pilots. Currently, on bi-directional STARs utilizing multiple runway transitions, controllers are required to vector aircraft to the final approach course when a runway change is issued after passing the point 10NM from the runway transition waypoint. This change provides tightly limited relief from that requirement. This change cancels a Memorandum, issued in 2013 by En Route and Oceanic Support, AJE-3 (now AJV-8) by incorporating the clarification that ARTCCs should issue landing directions (when chart notes advise the pilot of the runway transition to load) and Terminals should issue runway transitions. For descend via clearances issued on STARs with multiple runway transitions incorporating vertical guidance, controllers must issue the runway transition using a runway number. Where chart notes identify what runway transition to fly, a landing direction may be issued in lieu of a runway number. In certain cases, relief is provided from the requirement to vector to the final approach course after a runway change is made inside the point 10NM from the runway transition waypoint. Controllers can now avoid vectoring after a runway change is issued provided that after the change, the lateral and vertical paths of the transition remain the same to the end of the STAR, and when the change is issued, 10NM exists between the aircraft and the point the change becomes effective. Emphasis that pilots need sufficient time to program such changes is added. Figures are added for clarity. Legacy terminology no longer used has been removed. Additionally, we have discussed and agreed upon defining a Runway Transition Waypoint within FAA 7110.65. 2. PBN to ILS Update – In order to provide information, you first must understand what occurred. On March 27, 2017, ALPA national voiced concern over the removal of VNAV as a minimum requirement for future RNAV approach procedures. Specific issues noted included Flight Crew workload increases during Closely Spaced Parallel Operations (CSPO), the risk of unstabilized approaches will increase, contradiction to the premise that all runways will have a vertical guidance to every runway end. (Recent reference to this paradigm is noted in the PARC produced PBN NAS Strategy 2016.), increased probability of Class B incursions due to lack of vertical guidance, previous studies that addressed operations using localizer only or LNAV only did not address the risk of Controlled Flight into Terrain (CFIT), and aforementioned studies were in a "simulator setting" and did not accurately reflect what a pilot would experience in actual, real world

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