Narrative:

Phl RNAV departure problems: 1. Strong winds push phl 8 departures into other departure sectors because they are on headings and RNAV departures are on courses. Because of this; an amendment to initial separation has been changed by a notice; all PHL8 departures shall be separated from RNAV dp's (departure procedure) laterally. This does not fix the problem of prop aircraft on diverging headings. There is no way of knowing what heading a RNAV jet dp is flying unless you ask him; so this rule cannot be applied). 2. The route to fly the RNAV departures out of phl is much longer than would normally be flown by radar vectors. Normally our departures come out by different fixes because tower can provide minimum separation if they don't send out back to backs. These departures would then be turned out of the departure corridor within 3 to 10 miles of the airport and start to diverge. Since most aircraft will now be on the same route for up to 20 flying miles; even if they are going to different fixes; they will have to be treated as if going over the same fix necessitating more separation; therefore more delays. Additionally; the second aircraft may outperform the first in the climb either by speed or climb rate causing a speed restriction; altitude restriction or a vector which of course affects the next aircraft behind. Efficiency will be lost because eventually departures will have to be stopped; therefore more delays. 3. The fixes are fly by which leads to some aircraft cutting further inside the fix and catching the aircraft ahead. 4. Aircraft not capable of RNAV are on the phl 8 departure which climbs to 5000; an altitude different than the RNAV departure which is 10;000. This causes a problem if the phl 8 departure is not climbed and the succeeding RNAV departure climbs through him. 5. No radio aircraft are climbing to 10;000 and then speed goes up possibly catching traffic ahead. 6. Both departure frequencies are listed on all RNAV departure plates even though they are sector specific. Causes delay in pilots getting on right frequency and some no radio problems. 7. Since the RNAV route is longer; aircraft are at 10;000 much longer before they get handed off to center which causes repeated requests for higher and frequency congestion. 8. North high sector does not know if ptw departures are on the RNAV departure or direct ptw. 9. Many aircraft have been on an RNAV departure but climbing to 5000 which is a phl 8 departure altitude. 10. Brandi too close to bunts holding pattern; phlyr too close to ard holding pattern; tbrig departure passes within a mile of 17 paja; mifln departure climbs to 10000 under holey holding pattern when holey is hot. 11. Stadm intersection is .5 miles from south departure's airspace necessitating a paca to be established whereby south departure is responsible from separating V123 traffic from north departures airspace (causes traffic to be vectored off its route and south departure must quick look north departure). 12. Pilots requesting route verification just prior to or during take off clearance. 13. Runway change requires ground control to reissue proper RNAV route during busy phase. This becomes excessive on swap nights that run past 10PM when RNAV dps stop being used. 14. South RNAV procedure has a hard turn to ood eventually; should be direct tebee. 15. Several mentions of climb restrictions being hard to meet and will definitely be a problem in the summer. 16. Tebee and tbrig too similar sounding and both on ood RNAV dp.

Related reports:

Google
 

Original NASA ASRS Text

Title: PHL Controller voiced multiple concerns regarding the implementation of RNAV procedures and the likely operational impacts.

Narrative: PHL RNAV Departure Problems: 1. Strong winds push PHL 8 departures into other departure sectors because they are on headings and RNAV departures are on courses. Because of this; an amendment to initial separation has been changed by a Notice; all PHL8 departures shall be separated from RNAV DP's (Departure Procedure) laterally. This does not fix the problem of prop aircraft on diverging headings. There is no way of knowing what heading a RNAV jet DP is flying unless you ask him; so this rule cannot be applied). 2. The route to fly the RNAV departures out of PHL is much longer than would normally be flown by RADAR vectors. Normally our departures come out by different fixes because Tower can provide minimum separation if they don't send out back to backs. These departures would then be turned out of the departure corridor within 3 to 10 miles of the airport and start to diverge. Since most aircraft will now be on the same route for up to 20 flying miles; even if they are going to different fixes; they will have to be treated as if going over the same fix necessitating more separation; therefore more delays. Additionally; the second aircraft may outperform the first in the climb either by speed or climb rate causing a speed restriction; altitude restriction or a vector which of course affects the next aircraft behind. Efficiency will be lost because eventually departures will have to be stopped; therefore more delays. 3. The fixes are fly by which leads to some aircraft cutting further inside the fix and catching the aircraft ahead. 4. Aircraft not capable of RNAV are on the PHL 8 departure which climbs to 5000; an altitude different than the RNAV departure which is 10;000. This causes a problem if the PHL 8 departure is not climbed and the succeeding RNAV departure climbs through him. 5. No radio aircraft are climbing to 10;000 and then speed goes up possibly catching traffic ahead. 6. Both departure frequencies are listed on all RNAV departure plates even though they are sector specific. Causes delay in pilots getting on right frequency and some no radio problems. 7. Since the RNAV route is longer; aircraft are at 10;000 much longer before they get handed off to Center which causes repeated requests for higher and frequency congestion. 8. North High Sector does not know if PTW departures are on the RNAV departure or direct PTW. 9. Many aircraft have been on an RNAV departure but climbing to 5000 which is a PHL 8 departure altitude. 10. BRANDI too close to BUNTS holding pattern; PHLYR too close to ARD holding pattern; TBRIG departure passes within a mile of 17 PAJA; MIFLN departure climbs to 10000 under HOLEY holding pattern when HOLEY is hot. 11. STADM intersection is .5 miles from South Departure's airspace necessitating a PACA to be established whereby South Departure is responsible from separating V123 traffic from North Departures airspace (causes traffic to be vectored off its route and South Departure must quick look North Departure). 12. Pilots requesting route verification just prior to or during take off clearance. 13. Runway change requires Ground Control to reissue proper RNAV route during busy phase. This becomes excessive on SWAP nights that run past 10PM when RNAV DPs stop being used. 14. South RNAV procedure has a hard turn to OOD eventually; should be direct TEBEE. 15. Several mentions of climb restrictions being hard to meet and will definitely be a problem in the summer. 16. TEBEE and TBRIG too similar sounding and both on OOD RNAV DP.

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.