Narrative:

This is a daily occurrence in area 5 at ZME. To date nothing positive has occurred. The severe consequences of aircraft departing the atl airport routed over bna to points beyond is a threat to safety when all of the arrivals to the atl airport are required to cross the ZME/ZTL boundary at FL330 or below; spaced in a single line over bna head-on with the opposite direction atl departing traffic. The departures from atl are climbing in the face of the arrival traffic that is forced to descend in a single line with only forty-five miles to the common boundary. This scenario is repeated throughout the workday. The highly ardent controller reaches out with three phone calls; three coordination calls minimum; and routes the aircraft away from the arrival stream. This involves entirely too much coordination and is a true risk to the safety of the operation when such a simple solution exists. The solution to this risk is to assign aircraft departing atl routes over the carpt intersection (atl departure corridor) near gqo. These routes would be as follows: all RNAV equipped aircraft on assigned routes from over the carpt intersection direct the following fixes - fix/destination airport; heading from 'carpt' bwg 'multiple' 331 (also use for /west equipped aircraft) bmi bmi 333 mli MLI329 alo 'MSP326 KM39O' DEN333. Sample routing to msp-atl..carpt..alo.KASPR4. Msp sample routing to mli-atl..carpt..mzv..mli. In the example for an aircraft destination of den; the area 5 controllers could turn the aircraft in the direction of fam as soon as feasible before reaching the KM39O fix 40 miles northeast of bna.

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Original NASA ASRS Text

Title: ZME Controller voiced concern regarding existing procedures that place ATL arrival and departure aircraft in opposite direction conflicts; offering a number of routing alternative solutions.

Narrative: This is a daily occurrence in Area 5 at ZME. To date nothing positive has occurred. The severe consequences of aircraft departing the ATL airport routed over BNA to points beyond is a threat to safety when all of the arrivals to the ATL airport are required to cross the ZME/ZTL boundary at FL330 or below; spaced in a single line over BNA head-on with the opposite direction ATL departing traffic. The departures from ATL are climbing in the face of the arrival traffic that is forced to descend in a single line with only forty-five miles to the common boundary. This scenario is repeated throughout the workday. The highly ardent controller reaches out with three phone calls; three coordination calls minimum; and routes the aircraft away from the arrival stream. This involves entirely too much coordination and is a true risk to the safety of the operation when such a simple solution exists. The solution to this risk is to assign aircraft departing ATL routes over the CARPT intersection (ATL departure corridor) near GQO. These routes would be as follows: All RNAV equipped aircraft on assigned routes from over the CARPT intersection direct the following fixes - FIX/DEST AIRPORT; HEADING FROM 'CARPT' BWG 'MULTIPLE' 331 (also use for /W equipped aircraft) BMI BMI 333 MLI MLI329 ALO 'MSP326 KM39O' DEN333. Sample routing to MSP-ATL..CARPT..ALO.KASPR4. MSP Sample routing to MLI-ATL..CARPT..MZV..MLI. In the example for an aircraft destination of DEN; the Area 5 controllers could turn the aircraft in the direction of FAM as soon as feasible before reaching the KM39O fix 40 miles northeast of BNA.

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.