Even if some company aircraft fulfill the technological specifications of Level 4 Automation guidelines doesn’t necessarily suggest all the flight teams operating these sophisticated systems entirely understand the treatments they’re asking the computers to fly.

Lately, 2 airports divided by some 2,500 miles have experienced nearly the very same number of pilot discrepancies on corresponding RNAV SIDs. The new RNAV procedures include making use of “Climb Via” techniques that were carried out by the FAA almost 4 years earlier in an effort to streamline IFR separations.

At New Jersey’s busy Teterboro Airport (TEB), NBAA reports a considerable increase in pilot variances,” 14 in the first two weeks of February alone.” At TEB, the RUUDY 6 RNAV separation from Runway 24 is the reason for most of the recent migraines due to the level-off called for right after separation. Also during earlier versions of this departure, the need to go across a factor simply a few miles southwest of the flight terminal at 1,500 feet to prevent contradictory overhead web traffic into Newark Freedom International Airport terminal has actually been troublesome.

Pilots frequently blew it. Currently, despite having complete automation, the breasts continue as some pilots have been setting in the 2,000 foot leading altitude, completely missing out on the lower altitude constraint they have to adhere to very first.

At Henderson Exec Airport Terminal in Las Vegas, the SID leaving Path 35 Left is the problem, with busts there too. The Henderson has experienced sufficient pilot inconsistencies to necessitate a letter of their own just like the one released for TEB. In Nevada however, the issue has actually grown to degrees that tower personnel have also carried out a momentary treatment to confirm pilots comprehend the 6,000 foot mandatory going across altitude at the KITTE waypoint.

” Pilots are interpreting their clearance to mean the greater designated altitude, or are simply not establishing up their auto-pilots and also trip supervisors to capture published altitude restrictions,” stated NBAA Access Board member Keith Gordon, who got involved on the group that assist produce the climb by means of procedure. “RNAV constraints can be a matter of life and death. Blowing via the KITTE altitude restriction places you in the path of website traffic landing at McCarran International Airport which understandably makes controllers nervous.”

The big inquiries of course is why so many pilots seem to be misinterpreting these separation treatments. I asked Rich J. Boll II if the new procedures could simply have actually become too complicated. Boll is Chair of the Gain access to Committee’s Airspace, ATC, as well as Trip Technologies Working Team. He claimed the inquiry has actually been elevated in the past, adding that, “Climb through was originally designed for Airplane as well as Boeing aircraft operating with the highest degree of automation. When we make use of airplane with lower levels of automation, we include even more help the pilot.” Boll likewise has actually started examining how well pilots are being trained in the numerous degrees of automation on complicated treatments like TEB as well as HND.

A current NBAA memo alerted pilots that the consequences of these proceeding pilot variances consist of more than an add the hand. “We are soon shedding a long-standing PBN separation procedure at Eagle, CO because of duplicated & constant pilot inconsistencies, more remarkably so considering that this is an unique procedure entailing a greater level of pilot expertise as well as training.

There is the really genuine possibility of losing various other PBN procedures like those at TEB and also HND if these pilot variances do not quit. It additionally endanger initiatives to broaden making use of PBN treatments at these airport terminals, such the existing job continuous to create an RNAV or RNP SID for TEB’s path 19.”

The NBAA claimed, “It is essential pilots comprehend the function of the “Climb Up Via SID” style. It must cause them to thoroughly review the designated SID for any type of published elevation limitations, as well as be particularly alert for “at” as well as “at or below” elevation limitations. Pilots must configure their aircraft’s automation to guarantee these altitude restrictions are followed during the climb. And also naturally, if pilots are not sure of any type of element of the SID, the very best time to ask is while the aircraft is still on the ground.

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