Narrative:

A glex was at 11;000 ft on the CEEME1 arrival. I asked the glex if he had the NOTAM to depart fim VOR on the 136 radial to toaks. He replied 'yes'. I instructed the glex to descend via the CEEME1 arrival. He read the clearance back. I issued the glex a frequency change to the woodland sector. The glex reported with woodland radar level at 11;000 ft; when he should have been descending to 7;000 ft. This is yet another situation where the CEEME1 arrival is obviously confusing to each pilot; leaving the controllers with no idea what to expect from each aircraft. Turn off the CEEME1 arrival until it can be fixed and every flight crew and controller can be properly trained.a SR22; departed vny airport on the NEWHALL6 departure; which calls for a turn to heading 110 and a climb to 4;000 ft. This procedurally separates vny departures from bur arrivals. The SR22; for some unknown reason; turned northbound at the glex. The valley sector controller and the woodland sector controller recognized the abnormal departure simultaneously. The valley radar controller issued an immediate right turn to the SR22 away from the glex. The SR22 and the glex were at the same altitude seconds from a near midair collision if not a collision. This is not the first time a vny IFR departure has misapplied the newhall 6 departure and took a left turn into the bur localizer. The newhall 6 departure needs to be looked into; and each pilot who thinks they should turn beyond H110 should be asked what they read into the SID that made them think they should turn northbound. We need to find out where the deficiency in this SID lies.

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Original NASA ASRS Text

Title: SCT Controller voiced concern regarding the continued confusion experienced by pilots with regard to the altitude restrictions on the CEEME1 STAR as well as potential conflicts with VNY NEWHALL SID traffic.

Narrative: A GLEX was at 11;000 FT on the CEEME1 Arrival. I asked the GLEX if he had the NOTAM to depart FIM VOR on the 136 radial to TOAKS. He replied 'yes'. I instructed the GLEX to descend via the CEEME1 Arrival. He read the clearance back. I issued the GLEX a frequency change to the Woodland Sector. The GLEX reported with Woodland RADAR level at 11;000 FT; when he should have been descending to 7;000 FT. This is yet another situation where the CEEME1 Arrival is obviously confusing to each pilot; leaving the controllers with no idea what to expect from each aircraft. Turn off the CEEME1 Arrival until it can be fixed and every flight crew and controller can be properly trained.A SR22; departed VNY airport on the NEWHALL6 departure; which calls for a turn to heading 110 and a climb to 4;000 FT. This procedurally separates VNY departures from BUR arrivals. The SR22; for some unknown reason; turned northbound at the GLEX. The Valley Sector Controller and the Woodland Sector Controller recognized the abnormal departure simultaneously. The Valley Radar Controller issued an immediate right turn to the SR22 away from the GLEX. The SR22 and the GLEX were at the same altitude seconds from a NMAC if not a collision. This is not the first time a VNY IFR departure has misapplied the Newhall 6 departure and took a left turn into the BUR localizer. The Newhall 6 departure needs to be looked into; and each pilot who thinks they should turn beyond H110 should be asked what they read into the SID that made them think they should turn northbound. We need to find out where the deficiency in this SID lies.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.