|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||atc facility : zau|
|Controlling Facilities||tower : evv|
|Affiliation||government : faa|
|Function||controller : radar|
|Qualification||controller : radar|
|Anomaly||other anomaly other|
|Independent Detector||other controllera|
|Resolutory Action||none taken : unable|
|Air Traffic Incident||other|
Recently FAA adopted ICAO aircraft identifiers for ATC. This has created much confusion for united states ATC's, unduly increased workload and potential for increased operrors and unsafe conditions. The reason these conditions are present now are that ICAO idents group aircraft with dissimilar characteristics under one identify. For example, G1, G3 and G4 are all now gulf. There is a tremendous difference in performance between G2 and G4, thus setting controllers up for speed overtakes with aircraft in close proximity, without the controller expecting it (ie, departures). Another example is: AT42, AT72 now ATR -- again a great performance difference. HS25 and BA10 are now both HS25, again a great difference in performance. PA28 and paro both now PA28. C337 now P337 -- a cessna -- this makes no sense, it does create confusion though -- a C407 now a F407, the same. Falcon jets changed from da to flight attendant, eg, DA10, DA20, DA50 now FA10, FA20, FA50 except DA90 is now F900 -- what is that? There are more examples. I believe it is a matter of safety that the FAA revert immediately back to united states idents. ATC's have enough to think about without wasting precious time trying to figure out what kind of aircraft he/she is dealing with.
Original NASA ASRS Text
Title: RPTR ALLEGES THE NEW ICAO ACFT IDENTIFIERS CAUSE CONFUSION TO THE CTLRS AS WELL AS INCREASING WORKLOAD.
Narrative: RECENTLY FAA ADOPTED ICAO ACFT IDENTIFIERS FOR ATC. THIS HAS CREATED MUCH CONFUSION FOR UNITED STATES ATC'S, UNDULY INCREASED WORKLOAD AND POTENTIAL FOR INCREASED OPERRORS AND UNSAFE CONDITIONS. THE REASON THESE CONDITIONS ARE PRESENT NOW ARE THAT ICAO IDENTS GROUP ACFT WITH DISSIMILAR CHARACTERISTICS UNDER ONE IDENT. FOR EXAMPLE, G1, G3 AND G4 ARE ALL NOW GULF. THERE IS A TREMENDOUS DIFFERENCE IN PERFORMANCE BTWN G2 AND G4, THUS SETTING CTLRS UP FOR SPD OVERTAKES WITH ACFT IN CLOSE PROX, WITHOUT THE CTLR EXPECTING IT (IE, DEPS). ANOTHER EXAMPLE IS: AT42, AT72 NOW ATR -- AGAIN A GREAT PERFORMANCE DIFFERENCE. HS25 AND BA10 ARE NOW BOTH HS25, AGAIN A GREAT DIFFERENCE IN PERFORMANCE. PA28 AND PARO BOTH NOW PA28. C337 NOW P337 -- A CESSNA -- THIS MAKES NO SENSE, IT DOES CREATE CONFUSION THOUGH -- A C407 NOW A F407, THE SAME. FALCON JETS CHANGED FROM DA TO FA, EG, DA10, DA20, DA50 NOW FA10, FA20, FA50 EXCEPT DA90 IS NOW F900 -- WHAT IS THAT? THERE ARE MORE EXAMPLES. I BELIEVE IT IS A MATTER OF SAFETY THAT THE FAA REVERT IMMEDIATELY BACK TO UNITED STATES IDENTS. ATC'S HAVE ENOUGH TO THINK ABOUT WITHOUT WASTING PRECIOUS TIME TRYING TO FIGURE OUT WHAT KIND OF ACFT HE/SHE IS DEALING WITH.
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.