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ZTL center controller reported the new arrival procedures into atl are causing confusion for pilots and controllers.
| Attributes | |
| ACN | 1409574 |
| Time | |
| Date | 201612 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | ATL.Airport |
| State Reference | GA |
| Environment | |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Medium Transport |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Descent |
| Route In Use | STAR DRMMM1 |
| Flight Plan | IFR |
| Person 1 | |
| Function | Enroute |
| Qualification | Air Traffic Control Fully Certified |
| Experience | Air Traffic Control Time Certified In Pos 1 (yrs) 26 |
| Events | |
| Anomaly | ATC Issue All Types Deviation - Altitude Crossing Restriction Not Met Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy |
Narrative:
While working under article 65; aircraft X was given a crossing restriction of drmmm at 13;000 feet. When questioned; pilot seemed uncertain with the discrepancy in chart and control instructions; so he split the difference and crossed at 15;000 feet descending! However; it is a known problem and safety issue with the drmmm arrival; opds (optimum profile descents) had been suspended again. This once again confused the pilot; as the chart says cross drmmm at or below 17;000 feet or above 13;000 feet. Aircraft are still confused when control instructions do not match the chart. They are also uncertain which parts of the speed restrictions require compliance when crossing restrictions are issued. Some are at 280 knots; some stay at normal speed (generally 310 knots).have procedures and charts correspond to match control instructions being issued to create a safe and orderly control environment. Pilots will know what to expect; controllers will know what to expect. This will eliminate knowingly putting the flying public in a known unsafe situation on a daily basis.
Original NASA ASRS Text
Title: ZTL Center Controller reported the new arrival procedures into ATL are causing confusion for pilots and controllers.
Narrative: While working under article 65; Aircraft X was given a crossing restriction of DRMMM at 13;000 feet. When questioned; pilot seemed uncertain with the discrepancy in chart and control instructions; so he split the difference and crossed at 15;000 feet descending! However; it is a known problem and safety issue with the DRMMM arrival; OPDs (Optimum Profile Descents) had been suspended again. This once again confused the pilot; as the chart says cross DRMMM at or below 17;000 feet or above 13;000 feet. Aircraft are still confused when control instructions do not MATCH the chart. They are also uncertain which parts of the speed restrictions require compliance when crossing restrictions are issued. Some are at 280 knots; some stay at normal speed (generally 310 knots).Have procedures and charts correspond to match control instructions being issued to create a safe and orderly control environment. Pilots will know what to expect; controllers will know what to expect. This will eliminate knowingly putting the flying public in a known unsafe situation on a daily basis.
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.