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When traffic compression required the center controller to vector and manually descend traffic on the robuc RNAV STAR to runway 4R at bos; he cleared a B737; currently on a vector; direct to joody (a waypoint with no crossing restrictions) at which point the jet began a descent so as to cross the next fix; soffe; at or above 9;000 feet as restricted. While doing so the flight entered airspace given via LOA (letter of agreement) to providence approach when bos is landing on 4R. The reporter cited the 'cumbersome and unwieldy' nature of 'descend via' clearances when addressing returns to the STAR after interruptions.
| Attributes | |
| ACN | 1238725 |
| Time | |
| Date | 201502 |
| Local Time Of Day | 0001-0600 |
| Place | |
| Locale Reference | ZBW.ARTCC |
| State Reference | NH |
| Environment | |
| Light | Night |
| Aircraft 1 | |
| Make Model Name | B737 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Descent |
| Route In Use | Vectors |
| Flight Plan | IFR |
| Person 1 | |
| Function | Enroute |
| Qualification | Air Traffic Control Fully Certified |
| Experience | Air Traffic Control Time Certified In Pos 1 (yrs) 22 |
| Events | |
| Anomaly | Airspace Violation All Types Deviation - Procedural Published Material / Policy |
Narrative:
I was working R34 combined with R47. Metering to bos in effect; delays of 0 - 4 minutes. Bos was landing runway (ry) 4R; and I was using the 'descend via' clearance; which had been in effect for a couple of weeks; but which I had not been accustomed to using under these circumstances. Near the tail end of a string of arrivals; which had required extensive vectoring and laddering (step-descent); a B737 had flown a little too far to the east for me to feel comfortable giving him a left turn back to provi to rejoin the ROBUC1 STAR (about 100 degrees). I decided to send them to the next fix; joody; to soften the turn somewhat; and gave the same to the next aircraft; as well. (The next group of planes would be able to proceed over provi.)since there is no mandatory altitude over joody; the B737 was able to descend to 9;000 at sofee; the next fix. Because the B737 was not over provi; he was also not flying through a delegated 'triangle' of airspace given to boston approach by providence approach when bos is landing ry 4R. The B737 descended into pvd ATCT's airspace. I had already changed him to boston approach. I stopped the following aircraft at 12000 when I realized that something had not gone as I expected.even after 33 years in the FAA; I guess my experience was not enough to overcome my lack of experience in applying the new 'descend via' procedure. The procedure works fine when there are no delays; and when compression is not a factor. When vectoring off-course and rejoining the STAR; the added phraseology can become cumbersome and unwieldy (especially considering its newness). I should have added 'except maintain 110 until joody'.I can add here that I did not have a d-side at the time; but it would been necessary for that person to have been able to recognize my mistake and point it out to me.
Original NASA ASRS Text
Title: When traffic compression required the Center Controller to vector and manually descend traffic on the ROBUC RNAV STAR to runway 4R at BOS; he cleared a B737; currently on a vector; direct to JOODY (a waypoint with no crossing restrictions) at which point the jet began a descent so as to cross the next fix; SOFFE; at or above 9;000 feet as restricted. While doing so the flight entered airspace given via LOA (Letter Of Agreement) to Providence Approach when BOS is landing on 4R. The reporter cited the 'cumbersome and unwieldy' nature of 'descend via' clearances when addressing returns to the STAR after interruptions.
Narrative: I was working R34 combined with R47. Metering to BOS in effect; delays of 0 - 4 minutes. BOS was landing Runway (RY) 4R; and I was using the 'Descend Via' clearance; which had been in effect for a couple of weeks; but which I had not been accustomed to using under these circumstances. Near the tail end of a string of arrivals; which had required extensive vectoring and laddering (step-descent); a B737 had flown a little too far to the east for me to feel comfortable giving him a left turn back to PROVI to rejoin the ROBUC1 STAR (about 100 degrees). I decided to send them to the next fix; JOODY; to soften the turn somewhat; and gave the same to the next aircraft; as well. (The next group of planes would be able to proceed over PROVI.)Since there is no mandatory altitude over JOODY; the B737 was able to descend to 9;000 at SOFEE; the next fix. Because the B737 was not over PROVI; he was also not flying through a delegated 'triangle' of airspace given to Boston Approach by Providence Approach when BOS is landing RY 4R. The B737 descended into PVD ATCT's airspace. I had already changed him to Boston Approach. I stopped the following aircraft at 12000 when I realized that something had not gone as I expected.Even after 33 years in the FAA; I guess my experience was not enough to overcome my lack of experience in applying the new 'Descend Via' procedure. The procedure works fine when there are no delays; and when compression is not a factor. When vectoring off-course and rejoining the STAR; the added phraseology can become cumbersome and unwieldy (especially considering its newness). I should have added 'EXCEPT maintain 110 until JOODY'.I can add here that I did not have a D-side at the time; but it would been necessary for that person to have been able to recognize my mistake and point it out to me.
Data retrieved from NASA's ASRS site 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.