Narrative:

Safety issues: 1) cannot fly speeds required on arrivals and departure as noted -- unable 250 KTS on pc 12; ce 510 and ce 525 aircraft that I fly. If we tell ATC that we cannot meet the restriction; should they not note it to the other controller's along the route? We find that they want us to inform the next controller. Pilots are taught once we notify a controller that is all that is required. 2) note all speed restrictions and altitudes in bold black letters [and] not hide them on second pages in notes due to the excessive ATC points on the plates in a small area on both arrivals and departures. 3) on the arrival into mem when the arrival is loaded; which we were cleared for in our flight plan we received at osh. The flight plan read osh-dll-pll-dyr-WLDER7.mem. We entered the flight plan in our garmin 530W avionics and it needed to know the landing runway in order to proceed with the flight plan entry but with variable winds we just selected runway 18 and it entered the arrival however we noticed that not all of the points were listed on the arrival and only after we changed the runway to runway 36 did we see all of the points on the arrival and altitudes. The name of the game is confusion in the cockpit and now also with altitudes that can be chosen up to the pilots between the minimum and maximum at different points. These are new to most pilots and we have not seen any explanation by the FAA therefore we have to question the controllers who also do not seem to understand. 4) the new arrival and departure procedures were published without prior knowledge of the aviation community especially the pilots and terminology questionable to how the pilots are going to fly and the differences with ATC understanding. For example to RNAV to a point it means to fly direct to the point. As for the controller he expects us to fly the departure as published. 5) safety issues have been forgotten with additional procedures that have been moved to the cockpit in the most critical time of being aware of other traffic (see and avoid) flying into congested airports.

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Original NASA ASRS Text

Title: PC12 Captain who also flys CE510 and CE525 aircraft; laments the current state of the ATC system with complex arrival and departure procedures make safe operations difficult for a single pilot crew.

Narrative: Safety issues: 1) cannot fly speeds required on arrivals and departure as noted -- unable 250 KTS on PC 12; CE 510 and CE 525 aircraft that I fly. If we tell ATC that we cannot meet the restriction; should they not note it to the other controller's along the route? We find that they want us to inform the next controller. Pilots are taught once we notify a controller that is all that is required. 2) Note all speed restrictions and altitudes in Bold Black Letters [and] not hide them on second pages in notes due to the excessive ATC points on the plates in a small area on both arrivals and departures. 3) On the arrival into MEM when the arrival is loaded; which we were cleared for in our flight plan we received at OSH. The flight plan read OSH-DLL-PLL-DYR-WLDER7.MEM. We entered the flight plan in our Garmin 530W avionics and it needed to know the landing runway in order to proceed with the flight plan entry but with variable winds we just selected Runway 18 and it entered the arrival however we noticed that not all of the points were listed on the arrival and only after we changed the runway to Runway 36 did we see all of the points on the arrival and altitudes. The name of the game is confusion in the cockpit and now also with altitudes that can be chosen up to the pilots between the minimum and maximum at different points. These are new to most pilots and we have not seen any explanation by the FAA therefore we have to question the controllers who also do not seem to understand. 4) The new arrival and departure procedures were published without prior knowledge of the aviation community especially the pilots and terminology questionable to how the pilots are going to fly and the differences with ATC understanding. For example to RNAV to a point it means to fly direct to the point. As for the controller he expects us to fly the departure as published. 5) Safety issues have been forgotten with additional procedures that have been moved to the cockpit in the most critical time of being aware of other traffic (see and avoid) flying into congested airports.

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.