Narrative:

I was working ar-O with a trainee plugged in as the day was beginning. ZTL had coordinated use of the rptor STAR; an opd procedure. It's still in the test phase and has been for several weeks. The proper procedure is to have 7 mit between large aircraft; and 10 mit when B757 or heavy aircraft are in the lead. Since the procedure had faster speeds at the atl 40 DME fixes; more compression occurs. The ZTL/dalas sector seems to keep these aircraft on the arrival and resort to 'panic vectors' between rmg and erlin; about 7 miles; to achieve spacing. Today we started off with a clump of aircraft; a B757; followed by a second B757; then a B767; and lastly a MD88; which were aircraft numbers 2-5 to use the procedure. Today was a relatively minor occurrence; but one that displays the problem. The first three aircraft were tightly packed for about 200 miles; then required a turn by the #2 aircraft because he was too tight; which produced an accordion effect. Even if they're at minimum required spacing; the controller has to slow the aircraft early; preferred; or vector him off the arrival; not preferred; to keep required spacing down to the runway. Today we were required to slow these aircraft prior to speeds listed on the STAR. To test the efficiencies; we're supposed to be as 'hands off' as possible. That can't happen when the center watches aircraft for 200 miles and takes no action to provide required separation at the ZTL/A80 boundary. To add; we have a set of sheets next to the arrival position to track 'anomalies' like this; but several supervisors won't log these; and it's not always possible for the controllers to log them. Some guidance on what is expected of managers and controllers regarding logging these occurrences would be nice. This is our opportunity to point out issues that need to be examined; and we're not logging all of them which gives the view that 'all is well'. And one more thing; the automation in the carts is horrible with these aircraft. There is supposed to be 'report' in the data block to indicate to the controller aircraft are using the procedure. It doesn't work. Additionally; many are coming over with 'nr' in the data block; indicating they haven't been cleared via a RNAV procedure; which leads to questions on the frequency. Unacceptable; reiterate to ZTL/dalas that 7 mit/10MIT is required; and to take action prior to 8 miles from the boundary instead of watching and hoping it will work. Examine reporting procedure for anomalies and put specific guidance to operational personnel for reporting. Enable automation to allow the ARTS to indicate the procedure the aircraft is on as is supposed to be happening.

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Original NASA ASRS Text

Title: A80 Controller described a unsafe condition with regard to the testing of a new RNAV STAR; noting the MIT requirements with ZTL must be enforced; anomaly reporting procedures improved and automation enhanced to provide additional information to controllers.

Narrative: I was working AR-O with a trainee plugged in as the day was beginning. ZTL had coordinated use of the RPTOR STAR; an OPD procedure. It's still in the test phase and has been for several weeks. The proper procedure is to have 7 MIT between large aircraft; and 10 MIT when B757 or heavy aircraft are in the lead. Since the procedure had faster speeds at the ATL 40 DME fixes; more compression occurs. The ZTL/DALAS sector seems to keep these aircraft on the arrival and resort to 'panic vectors' between RMG and ERLIN; about 7 miles; to achieve spacing. Today we started off with a clump of aircraft; a B757; followed by a second B757; then a B767; and lastly a MD88; which were aircraft numbers 2-5 to use the procedure. Today was a relatively minor occurrence; but one that displays the problem. The first three aircraft were tightly packed for about 200 miles; then required a turn by the #2 aircraft because he was too tight; which produced an accordion effect. Even if they're at minimum required spacing; the controller has to slow the aircraft early; preferred; or vector him off the arrival; not preferred; to keep required spacing down to the runway. Today we were required to slow these aircraft prior to speeds listed on the STAR. To test the efficiencies; we're supposed to be as 'hands off' as possible. That can't happen when the Center watches aircraft for 200 miles and takes no action to provide required separation at the ZTL/A80 boundary. To add; we have a set of sheets next to the arrival position to track 'anomalies' like this; but several supervisors won't log these; and it's not always possible for the controllers to log them. Some guidance on what is expected of managers and controllers regarding logging these occurrences would be nice. This is our opportunity to point out issues that need to be examined; and we're not logging all of them which gives the view that 'all is well'. And one more thing; the automation in the CARTS is horrible with these aircraft. There is supposed to be 'RPT' in the Data Block to indicate to the controller aircraft are using the procedure. It doesn't work. Additionally; many are coming over with 'NR' in the Data Block; indicating they haven't been cleared via a RNAV procedure; which leads to questions on the frequency. Unacceptable; reiterate to ZTL/DALAS that 7 MIT/10MIT is REQUIRED; and to take action prior to 8 miles from the boundary instead of watching and hoping it will work. Examine reporting procedure for anomalies and put specific guidance to operational personnel for reporting. Enable automation to allow the ARTS to indicate the procedure the aircraft is on as is supposed to be happening.

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.