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37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
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Ineffective interfacility coordination by approach facility tmu for arrival traffic separation needs for the approach in use. Reporter alleges the tmu said that 250 KTS was too fast. Reporter would not slow the traffic below 250 KTS per handbook. Reporter was then told to put the arrs in holding. Several aircraft had already passed the holding fix.
| Attributes | |
| ACN | 373517 |
| Time | |
| Date | 199707 |
| Day | Tue |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | atc facility : stl |
| State Reference | MO |
| Altitude | msl bound lower : 11000 msl bound upper : 11000 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | artcc : zkc tracon : zkc tower : enw |
| Operator | common carrier : air carrier |
| Make Model Name | Commercial Fixed Wing |
| Operating Under FAR Part | Part 121 |
| Flight Phase | descent other |
| Route In Use | arrival other arrival star : star |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | government : faa |
| Function | controller : radar |
| Qualification | controller : radar |
| Experience | controller non radar : 10 controller radar : 9 |
| ASRS Report | 373517 |
| Person 2 | |
| Affiliation | government : faa |
| Function | other personnel other |
| Qualification | controller : radar |
| Events | |
| Anomaly | other anomaly other |
| Independent Detector | other controllera |
| Resolutory Action | other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | ATC Human Performance |
| Air Traffic Incident | Inter Facility Coordination Failure |
| Situations | |
| ATC Facility | procedure or policy : unspecified |
Narrative:
The first incident occurred on jul/tue/97, between approximately XA30 and XB00 local time. I was working the R54 position at ZKC during this time. Between approximately XA30 and XB00 my assistant controller (D54) received a land line call from the st louis approach (T75) tmu (traffic management unit) advising that turbojet arrival aircraft were entering T75 too fast from over qball intersection. At this time turbojet arrs were to cross the qball intersection at 11000 ft and 250 KTS. D54 advised me of what the T75 tmu had said so I called them back. I asked T75 tmu which aircraft had not met the speed restr at qball. I was told that (speed restr) was not the problem that the problem was that T75 was utilizing an lda approach and that 250 KTS was too fast. I advised T75 tmu that I would not restrict turbojet arrival aircraft to a speed less than 250 KTS as per FAA order 7110.65 (paragraph 5, section 7). T75 tmu responded since I would not slow the arrival turbojet aircraft below 250 KTS that I was to hold start holding with an inbound air carrier. At this time I had numerous inbound turbojets and had to scramble to keep them vertically separated, keep them clear of T75, and clear them into holding. In addition at least 2 of the inbound turbojets were already past the holding fix inbound on the arrival. T75 tmu's adversarial actions created a dangerous situation for the controllers and aircraft involved.
Original NASA ASRS Text
Title: INEFFECTIVE INTERFAC COORD BY APCH FACILITY TMU FOR ARR TFC SEPARATION NEEDS FOR THE APCH IN USE. RPTR ALLEGES THE TMU SAID THAT 250 KTS WAS TOO FAST. RPTR WOULD NOT SLOW THE TFC BELOW 250 KTS PER HANDBOOK. RPTR WAS THEN TOLD TO PUT THE ARRS IN HOLDING. SEVERAL ACFT HAD ALREADY PASSED THE HOLDING FIX.
Narrative: THE FIRST INCIDENT OCCURRED ON JUL/TUE/97, BTWN APPROX XA30 AND XB00 LCL TIME. I WAS WORKING THE R54 POS AT ZKC DURING THIS TIME. BTWN APPROX XA30 AND XB00 MY ASSISTANT CTLR (D54) RECEIVED A LAND LINE CALL FROM THE ST LOUIS APCH (T75) TMU (TFC MGMNT UNIT) ADVISING THAT TURBOJET ARR ACFT WERE ENTERING T75 TOO FAST FROM OVER QBALL INTXN. AT THIS TIME TURBOJET ARRS WERE TO CROSS THE QBALL INTXN AT 11000 FT AND 250 KTS. D54 ADVISED ME OF WHAT THE T75 TMU HAD SAID SO I CALLED THEM BACK. I ASKED T75 TMU WHICH ACFT HAD NOT MET THE SPD RESTR AT QBALL. I WAS TOLD THAT (SPD RESTR) WAS NOT THE PROB THAT THE PROB WAS THAT T75 WAS UTILIZING AN LDA APCH AND THAT 250 KTS WAS TOO FAST. I ADVISED T75 TMU THAT I WOULD NOT RESTRICT TURBOJET ARR ACFT TO A SPD LESS THAN 250 KTS AS PER FAA ORDER 7110.65 (PARAGRAPH 5, SECTION 7). T75 TMU RESPONDED SINCE I WOULD NOT SLOW THE ARR TURBOJET ACFT BELOW 250 KTS THAT I WAS TO HOLD START HOLDING WITH AN INBOUND ACR. AT THIS TIME I HAD NUMEROUS INBOUND TURBOJETS AND HAD TO SCRAMBLE TO KEEP THEM VERTLY SEPARATED, KEEP THEM CLR OF T75, AND CLR THEM INTO HOLDING. IN ADDITION AT LEAST 2 OF THE INBOUND TURBOJETS WERE ALREADY PAST THE HOLDING FIX INBOUND ON THE ARR. T75 TMU'S ADVERSARIAL ACTIONS CREATED A DANGEROUS SIT FOR THE CTLRS AND ACFT INVOLVED.
Data retrieved from NASA's ASRS site as of July 2007 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.