D10 controller described a loss of separation event when a 'wake remnant' standard was referenced by...

Narrative:

Air carrier Y was following air carrier X on downwind to dfw runway 17C. When air carrier Y was 6.32 miles behind; air carrier X was turned base. Air carrier X slowed on base; but at that point air carrier Y was no longer behind him; nor was air carrier Y turned on the same path behind the heavy. However; because air carrier X's ground speed slowed on base; air carrier Y was 4.59 miles away when reaching the point that air carrier X turned. This was ruled a loss of wake turbulence separation because air carrier Y was not 5 miles behind the wake remnant of air carrier X. I do not agree with this ruling; as the heavy was turned out of the path of air carrier Y at 6.32 miles. Recommendation; 1. Tarp (traffic analysis and review program) is used as tool used to find ATC errors. ATC needs a complimentary tool to assist in preventing errors that tarp will catch. 2. This is another arbitrary ruling from aov (air traffic safety oversight service) and/or ato (air traffic organization) safety that has little or no foundation in FAA 7110.65. 3. As a long time cpc (certified professional controller) at D10; it seems that for the last few years; we have been held to a different; stricter; although not clearly defined standard than similar facilities in the system.

Original NASA ASRS Text

Title: D10 Controller described a loss of separation event when a 'Wake Remnant' standard was referenced by evaluations personnel; the reporter indicating no 'Wake Remnant' standard is currently listed in FAA Operational Orders.

Narrative: Air Carrier Y was following Air Carrier X on downwind to DFW Runway 17C. When Air Carrier Y was 6.32 miles behind; Air Carrier X was turned base. Air Carrier X slowed on base; but at that point Air Carrier Y was no longer behind him; nor was Air Carrier Y turned on the same path behind the heavy. However; because Air Carrier X's ground speed slowed on base; Air Carrier Y was 4.59 miles away when reaching the point that Air Carrier X turned. This was ruled a loss of wake turbulence separation because Air Carrier Y was not 5 miles behind the WAKE REMNANT of Air Carrier X. I do not agree with this ruling; as the heavy was turned out of the path of Air Carrier Y at 6.32 miles. Recommendation; 1. TARP (Traffic Analysis and Review Program) is used as tool used to find ATC errors. ATC needs a complimentary tool to assist in preventing errors that TARP will catch. 2. This is another arbitrary ruling from AOV (Air Traffic Safety Oversight Service) and/or ATO (Air Traffic Organization) safety that has little or no foundation in FAA 7110.65. 3. As a long time CPC (Certified Professional Controller) at D10; it seems that for the last few years; we have been held to a different; stricter; although not clearly defined standard than similar facilities in the system.

Data retrieved from NASA's ASRS site as of April 2012 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.

Attributes
ACN	877676
Time
Date	201003
Local Time Of Day	1801-2400
Place
Locale Reference	D10.TRACON
State Reference	TX
Aircraft 1
Make Model Name	Widebody Low Wing 4 Turbojet Eng
Operating Under FAR Part	Part 121
Flight Phase	Descent
Route In Use	Vectors
Flight Plan	IFR
Aircraft 2
Make Model Name	Medium Transport Low Wing 2 Turbojet Eng
Operating Under FAR Part	Part 121
Flight Phase	Descent
Flight Plan	IFR
Person 1
Function	Approach
Qualification	Air Traffic Control Fully Certified
Events
Anomaly	ATC Issue All Types

D10 controller described a loss of separation event when a 'wake remnant' standard was referenced by evaluations personnel; the reporter indicating no 'wake remnant' standard is currently listed in FAA operational orders.