Narrative:

Changed over to new optimization of airspace & procedures (oapm) routes 7 days prior (descend via). Aircraft X; on the bodega one arrival (sfo); checked on frequency descending to 13;000. Did not give current altitude or ATIS code as was transferred from oakland center (ZOA). The next fix was bodega with a 13;000 restriction although the arrival has a final altitude of 11;000. I helped with the 'check-in' by verifying that aircraft X was 'descending via the bodega one arrival' assuming they were referencing the bodega crossing restriction. The pilot verified affirmative. I issued the runway 28 left transition and told to expect visual approach to runway 28L. They verified the instruction. As the aircraft approached the final crossing altitude of 11;000 feet; I issued a speed restriction of 220 knots. About then a cpc and developmental came in to take the sector. I started the position relief briefing. Covering the front page and position relief checklist on the ace-ids. During the briefing the ci-1 position covering the airspace the aircraft was in ( we accept hand off from oakland center (ZOA) but first goes thru sutro airspace; worked by a different area in northern california TRACON (nct)) called and inquired about the altitude of aircraft X as mode C showed 9;400. They said no problem as there was no traffic in the way; but often they pass directly below at 10;000. I issued a descent to 8;000 to aircraft X so they would not continue to descend any further since they left their assigned altitude of 11;000. I continued the position relief briefing; completed my 2 minute overlap and advised the controller in charge on duty of the incident and the action taken. I did not question the pilot as to why they descended below 11;000. Obviously there have been many questions and confusion over the new routes and procedures. Often times we have to assign the runway 28L transition; but have to tell the pilot to expect runway 28 right. Heavy aircraft not allowed to fly the runway 28R transition but land on runway 28R during noise abatement and closely spaced parallel (csp) operations. A few have flown the incorrect transition. Transitions should be named after the final fix nationwide. The serfr one STAR has a 'west' transition that flies to the east on the chart. This is spelled out in the narrative; but seems awfully confusing when the 'east' transition flies west but lands southeast. Many problems with the 3 new routes.

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Original NASA ASRS Text

Title: A Northern California TRACON (NCT) Controller reports of an aircraft on a new Optimization of Airspace & Procedures (OAPM) route that is supposed to descend to 11;000 feet; but the aircraft ends up descending lower than that. The Controller also reports about confusion of the names on the arrivals in which the east is on the west and the west is on the east.

Narrative: Changed over to new Optimization of Airspace & Procedures (OAPM) routes 7 days prior (Descend Via). Aircraft X; on the Bodega One Arrival (SFO); checked on frequency descending to 13;000. Did not give current altitude or ATIS code as was transferred from Oakland Center (ZOA). The next fix was Bodega with a 13;000 restriction although the arrival has a final altitude of 11;000. I helped with the 'check-in' by verifying that Aircraft X was 'descending via the Bodega One Arrival' assuming they were referencing the Bodega crossing restriction. The pilot verified affirmative. I issued the Runway 28 Left Transition and told to expect visual approach to Runway 28L. They verified the instruction. As the aircraft approached the final crossing altitude of 11;000 feet; I issued a speed restriction of 220 Knots. About then a CPC and Developmental came in to take the Sector. I started the Position Relief Briefing. Covering the Front Page and Position Relief Checklist on the ACE-IDS. During the briefing the CI-1 position covering the airspace the aircraft was in ( we accept hand off from Oakland Center (ZOA) but first goes thru SUTRO Airspace; worked by a different Area in Northern California TRACON (NCT)) called and inquired about the altitude of Aircraft X as mode C showed 9;400. They said no problem as there was no traffic in the way; but often they pass directly below at 10;000. I issued a descent to 8;000 to Aircraft X so they would not continue to descend any further since they left their assigned altitude of 11;000. I continued the position relief briefing; completed my 2 minute overlap and advised the CIC on duty of the incident and the action taken. I did not question the pilot as to why they descended below 11;000. Obviously there have been many questions and confusion over the new routes and procedures. Often times we have to assign the runway 28L transition; but have to tell the pilot to expect Runway 28 Right. Heavy aircraft not allowed to fly the runway 28R transition but land on runway 28R during noise abatement and Closely Spaced Parallel (CSP) operations. A few have flown the incorrect transition. Transitions should be named after the final fix nationwide. The SERFR One STAR has a 'West' Transition that flies to the East on the Chart. This is spelled out in the narrative; but seems awfully confusing when the 'East' transition flies west but lands Southeast. Many problems with the 3 new routes.

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.