|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : scel.airport|
|Operator||common carrier : air carrier|
|Make Model Name||B767-300 and 300 ER|
|Operating Under FAR Part||Part 121|
|Flight Phase||climbout : initial|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Affiliation||company : air carrier|
|Function||other personnel other|
|Anomaly||non adherence : company policies|
non adherence : published procedure
non adherence : far
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : anomaly accepted|
Chart Or Publication
The following is quoted verbatim from the santiago; chile SID; ESLAR3 departure. This SID is being handed out by the operations agents in scel; and is neither in the FMC database or the company supplied charts. 'Attempted translation: standard instrument departure (SID) activated it is modified SID ESLAR2 as follows: departure runway 17R; asc runway heading till 2000 ft; viraje left for... Departure runway 17: asc via rdl 173 ambiguity VOR/DME till desit int; subsequent viraje right to intercept rdl 074 (TR254 degree) sno VOR/DME till eslar int. To cross desit 4000 ft or abv; eslar FL75 or abv. Trans vtn: subsequent eslar; viraje right to intercept rdl 154 (TR334 degree) vtn VOR/DME; dct vtn. Trans tbn: subsequent eslar; viraje right to intercept rdl 199 (TR019 degree) tbn VOR/DME dct tbn. To cross D36 tbn FL100 or abv; tbn VOR/DME FL200 or abv. New designation: ESLAR3.' 1) no SID operated by our airline should have an 'attempted translation' in the narrative. 2) scel is one of the most hazardous; mountainous terrain environments that we operate. 3) what does 'viraje' mean? Does it mean 'turn;'... Does it mean 'immediately?' what does 'asc' mean? 4) we complained to the operations agent that this was a horrible SID and he said; 'you're the third crew to complain about it.' 5) we attempted to get a published SID from clearance delivery and we were told it was inoperative. 6) we built the SID in the FMC; however; there is no DME listed from the eslar intersection to vtn; thus we ended up guessing at the DME until we could get it somewhat close to the intersection in order to fly the proper course. 7) no us airline should be flying this departure without proper translation and narrative. 8) as it stands 'attempted translation;' no DME to vtn; etc; this is a safety hazard and not up to acceptable safety standards. Three problems with the santiago; chile; commercial pages 10-7V and west. 1) scel page 20-1R shows sector altitudes east of scel at altitudes greater than FL160. Scel charts state that the takeoff alternate route has a terrain critical altitude of FL160 between curico and malargue. Scel charts also state a minimum altitude of FL160 between these two points. It further advises pilots to see sa(lo)13. Sa(lo)13 actually shows FL160 as the minimum altitude for the first 39 NM of B684 and then shows FL180 as the minimum altitude for the remaining 48 NM of B684. Company supplied charts conflict with sa(lo)13 as to minimum altitudes for this diversion route. Which is correct? 2) I find fault with commercial chart as it does not label the rtes as G675; B684; or W44. Further; it does not label the radials to fly on these airways. One picture is worth a thousand words. Label the chart properly. This procedure will occur in high workload environment. The 20-7V that this page replaced had much more information in a user friendly fashion. Bring back that page. 3) destination alternate route has no course guidance for supra intersection; nor the route to esito. The narrative on page 20-7U also has you referring to sa(lo)13; but this chart has no airway running from supra to esito intxns. As currently depicted; the chart is incomplete and possibly inaccurate in regards to minimum altitudes for the takeoff alternate route. Flight operations tech is doing a sub-standard job on these pages.
Original NASA ASRS Text
Title: B767 CAPT RPTS AIRLINE AGENTS ARE SUPPLYING UNPUBLISHED VERSIONS OF THE ESLAR SID AT SCEL FOR USE BY FLT CREWS. THE PROCS ARE NOT IN THE ACFT DATABASE AND ARE POORLY TRANSLATED.
Narrative: THE FOLLOWING IS QUOTED VERBATIM FROM THE SANTIAGO; CHILE SID; ESLAR3 DEP. THIS SID IS BEING HANDED OUT BY THE OPERATIONS AGENTS IN SCEL; AND IS NEITHER IN THE FMC DATABASE OR THE COMPANY SUPPLIED CHARTS. 'ATTEMPTED TRANSLATION: STANDARD INSTRUMENT DEP (SID) ACTIVATED IT IS MODIFIED SID ESLAR2 AS FOLLOWS: DEP RWY 17R; ASC RWY HDG TILL 2000 FT; VIRAJE LEFT FOR... DEP RWY 17: ASC VIA RDL 173 AMB VOR/DME TILL DESIT INT; SUBSEQUENT VIRAJE RIGHT TO INTERCEPT RDL 074 (TR254 DEG) SNO VOR/DME TILL ESLAR INT. TO CROSS DESIT 4000 FT OR ABV; ESLAR FL75 OR ABV. TRANS VTN: SUBSEQUENT ESLAR; VIRAJE RIGHT TO INTERCEPT RDL 154 (TR334 DEG) VTN VOR/DME; DCT VTN. TRANS TBN: SUBSEQUENT ESLAR; VIRAJE RIGHT TO INTERCEPT RDL 199 (TR019 DEG) TBN VOR/DME DCT TBN. TO CROSS D36 TBN FL100 OR ABV; TBN VOR/DME FL200 OR ABV. NEW DESIGNATION: ESLAR3.' 1) NO SID OPERATED BY OUR AIRLINE SHOULD HAVE AN 'ATTEMPTED TRANSLATION' IN THE NARRATIVE. 2) SCEL IS ONE OF THE MOST HAZARDOUS; MOUNTAINOUS TERRAIN ENVIRONMENTS THAT WE OPERATE. 3) WHAT DOES 'VIRAJE' MEAN? DOES IT MEAN 'TURN;'... DOES IT MEAN 'IMMEDIATELY?' WHAT DOES 'ASC' MEAN? 4) WE COMPLAINED TO THE OPERATIONS AGENT THAT THIS WAS A HORRIBLE SID AND HE SAID; 'YOU'RE THE THIRD CREW TO COMPLAIN ABOUT IT.' 5) WE ATTEMPTED TO GET A PUBLISHED SID FROM CLRNC DELIVERY AND WE WERE TOLD IT WAS INOP. 6) WE BUILT THE SID IN THE FMC; HOWEVER; THERE IS NO DME LISTED FROM THE ESLAR INTXN TO VTN; THUS WE ENDED UP GUESSING AT THE DME UNTIL WE COULD GET IT SOMEWHAT CLOSE TO THE INTXN IN ORDER TO FLY THE PROPER COURSE. 7) NO US AIRLINE SHOULD BE FLYING THIS DEP WITHOUT PROPER TRANSLATION AND NARRATIVE. 8) AS IT STANDS 'ATTEMPTED TRANSLATION;' NO DME TO VTN; ETC; THIS IS A SAFETY HAZARD AND NOT UP TO ACCEPTABLE SAFETY STANDARDS. THREE PROBLEMS WITH THE SANTIAGO; CHILE; COMMERCIAL PAGES 10-7V AND W. 1) SCEL PAGE 20-1R SHOWS SECTOR ALTS E OF SCEL AT ALTS GREATER THAN FL160. SCEL CHARTS STATE THAT THE TKOF ALTERNATE RTE HAS A TERRAIN CRITICAL ALT OF FL160 BETWEEN CURICO AND MALARGUE. SCEL CHARTS ALSO STATE A MINIMUM ALT OF FL160 BETWEEN THESE TWO POINTS. IT FURTHER ADVISES PLTS TO SEE SA(LO)13. SA(LO)13 ACTUALLY SHOWS FL160 AS THE MINIMUM ALT FOR THE FIRST 39 NM OF B684 AND THEN SHOWS FL180 AS THE MINIMUM ALT FOR THE REMAINING 48 NM OF B684. COMPANY SUPPLIED CHARTS CONFLICT WITH SA(LO)13 AS TO MINIMUM ALTS FOR THIS DIVERSION RTE. WHICH IS CORRECT? 2) I FIND FAULT WITH COMMERCIAL CHART AS IT DOES NOT LABEL THE RTES AS G675; B684; OR W44. FURTHER; IT DOES NOT LABEL THE RADIALS TO FLY ON THESE AIRWAYS. ONE PICTURE IS WORTH A THOUSAND WORDS. LABEL THE CHART PROPERLY. THIS PROC WILL OCCUR IN HIGH WORKLOAD ENVIRONMENT. THE 20-7V THAT THIS PAGE REPLACED HAD MUCH MORE INFO IN A USER FRIENDLY FASHION. BRING BACK THAT PAGE. 3) DEST ALTERNATE RTE HAS NO COURSE GUIDANCE FOR SUPRA INTXN; NOR THE RTE TO ESITO. THE NARRATIVE ON PAGE 20-7U ALSO HAS YOU REFERRING TO SA(LO)13; BUT THIS CHART HAS NO AIRWAY RUNNING FROM SUPRA TO ESITO INTXNS. AS CURRENTLY DEPICTED; THE CHART IS INCOMPLETE AND POSSIBLY INACCURATE IN REGARDS TO MINIMUM ALTS FOR THE TKOF ALTERNATE RTE. FLT OPS TECH IS DOING A SUB-STANDARD JOB ON THESE PAGES.
Data retrieved from NASA's ASRS site as of January 2009 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.