|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : phx.airport|
|Altitude||msl single value : 4000|
|Controlling Facilities||tracon : p50.tracon|
|Operator||common carrier : air carrier|
|Make Model Name||B757-200|
|Operating Under FAR Part||Part 121|
|Navigation In Use||other|
|Flight Phase||climbout : initial|
|Route In Use||departure : on vectors|
departure : noise abatement
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Experience||flight time last 90 days : 70|
flight time total : 8500
flight time type : 70
|Anomaly||non adherence : company policies|
non adherence : published procedure
other spatial deviation
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : detected after the fact|
|Problem Areas||Flight Crew Human Performance|
ATC Human Performance
Phx eastbound noise abatement procedure and early turn off of SID. Departing phx-tus our ATC clearance was to fly the stanfield 2 departure -- tucson transition (TFD2.tus) then direct tus with an initial climb to 7000 ft. The captain and I thoroughly pre-briefed the departure SID for runway 7R; noting the heading 078 after takeoff up to 1550 ft; then heading 070; at 4 DME east of the pxr VOR right a turn to heading 100 ft. The pre-departure briefing also included a thorough review of the aircraft FMS; noting that the runway; departure procedure and transition; with all applicable headings and altitudes; were loaded correctly and that LNAV mode would be used on the actual departure. A review of the single engine failure procedure for runway 7R was also done prior to taxi and the means for us to comply with this procedure if required during the takeoff. A review of the company page for phx shows a note for runways 8 and 7L only. It reads; 'runways 8 and 7L are noise sensitive and close adherence to eastbound departure sids is necessary.' the next note on the page states; 'departure to the east are requested to delay turns on course until 4 DME east of the pxr due to noise abatement.' I recall reviewing the company page myself and that nothing restrictive for our flight; stood out as a red flag. The flight departed on runway 7R with a D-2 power setting and I was hand flying. At 400 ft AGL; I called for LNAV and the captain selected it. At 1000 ft AGL VNAV was requested and selected by the captain; flap retraction and acceleration was normal. The after takeoff checklist was completed and climb-2 power setting remained. The ground track for the flight was normal and followed the departure SID procedure TFD2.tus. To the best of my recollection; upon initial contact with phx departure control we were given a clearance to climb and maintain 10000 ft; leaving 4000 ft cleared direct to the tucson airport; it would have been 3000; 4000 or 5000 ft. I cannot recall but there was an altitude restr with the turn. While climbing through that turn restr altitude the captain changed the FMS to direct tucson; I confirmed it; he executed it; LNAV mode was engaged to comply with the clearance and the climb continued to 10000 ft. I maneuvered the airplane to follow the flight director command bars and during the turn towards the south the autoplt was selected on. There was nothing abnormal about this clearance from ATC nor did I have a feeling that being vectored off the SID would cause a noise abatement problem. I am not aware of the distance east of the pxr VOR that this clearance occurred. If there is a question as to why we made a turn to the south prior to the 4 DME pxr fix; it may be associated with the ATC initiated amendment to our clearance. The airplane was light and climbing fast; ATC may have assumed; by giving us an altitude restr prior to the turn direct tucson; that we would be beyond the 4 DME fix for noise abatement. The departure section of the page should add runway 7R with the eastbound runways 8 and 7L notes. Also the second note about the eastbound departures might be clarified by removing the word requested and include a statement that is restrictive in nature (red flag); such as: no on course turns prior to the 4 DME fix are to occur; due to strict noise abatement procedures. Or do not accept on course turns prior to the 4 DME fix; due to strict noise abatement procedures.
Original NASA ASRS Text
Title: A B757 PILOT REPORTS A POSSIBLE PHX STANFIELD TWO DEP SID DEV. ACFT TURNED PRIOR TO 4 DME BECAUSE OF A TURN CLRNC FROM ATC BASED ON ALT NOT DME.
Narrative: PHX EBOUND NOISE ABATEMENT PROC AND EARLY TURN OFF OF SID. DEPARTING PHX-TUS OUR ATC CLRNC WAS TO FLY THE STANFIELD 2 DEP -- TUCSON TRANSITION (TFD2.TUS) THEN DIRECT TUS WITH AN INITIAL CLB TO 7000 FT. THE CAPT AND I THOROUGHLY PRE-BRIEFED THE DEP SID FOR RWY 7R; NOTING THE HDG 078 AFTER TKOF UP TO 1550 FT; THEN HDG 070; AT 4 DME E OF THE PXR VOR R A TURN TO HDG 100 FT. THE PRE-DEP BRIEFING ALSO INCLUDED A THOROUGH REVIEW OF THE ACFT FMS; NOTING THAT THE RWY; DEP PROC AND TRANSITION; WITH ALL APPLICABLE HDGS AND ALTS; WERE LOADED CORRECTLY AND THAT LNAV MODE WOULD BE USED ON THE ACTUAL DEP. A REVIEW OF THE SINGLE ENG FAILURE PROC FOR RWY 7R WAS ALSO DONE PRIOR TO TAXI AND THE MEANS FOR US TO COMPLY WITH THIS PROC IF REQUIRED DURING THE TKOF. A REVIEW OF THE COMPANY PAGE FOR PHX SHOWS A NOTE FOR RWYS 8 AND 7L ONLY. IT READS; 'RWYS 8 AND 7L ARE NOISE SENSITIVE AND CLOSE ADHERENCE TO EBOUND DEP SIDS IS NECESSARY.' THE NEXT NOTE ON THE PAGE STATES; 'DEP TO THE E ARE REQUESTED TO DELAY TURNS ON COURSE UNTIL 4 DME E OF THE PXR DUE TO NOISE ABATEMENT.' I RECALL REVIEWING THE COMPANY PAGE MYSELF AND THAT NOTHING RESTRICTIVE FOR OUR FLT; STOOD OUT AS A RED FLAG. THE FLT DEPARTED ON RWY 7R WITH A D-2 PWR SETTING AND I WAS HAND FLYING. AT 400 FT AGL; I CALLED FOR LNAV AND THE CAPT SELECTED IT. AT 1000 FT AGL VNAV WAS REQUESTED AND SELECTED BY THE CAPT; FLAP RETRACTION AND ACCELERATION WAS NORMAL. THE AFTER TKOF CHKLIST WAS COMPLETED AND CLB-2 PWR SETTING REMAINED. THE GND TRACK FOR THE FLT WAS NORMAL AND FOLLOWED THE DEP SID PROC TFD2.TUS. TO THE BEST OF MY RECOLLECTION; UPON INITIAL CONTACT WITH PHX DEP CTL WE WERE GIVEN A CLRNC TO CLB AND MAINTAIN 10000 FT; LEAVING 4000 FT CLRED DIRECT TO THE TUCSON ARPT; IT WOULD HAVE BEEN 3000; 4000 OR 5000 FT. I CANNOT RECALL BUT THERE WAS AN ALT RESTR WITH THE TURN. WHILE CLBING THROUGH THAT TURN RESTR ALT THE CAPT CHANGED THE FMS TO DIRECT TUCSON; I CONFIRMED IT; HE EXECUTED IT; LNAV MODE WAS ENGAGED TO COMPLY WITH THE CLRNC AND THE CLB CONTINUED TO 10000 FT. I MANEUVERED THE AIRPLANE TO FOLLOW THE FLT DIRECTOR COMMAND BARS AND DURING THE TURN TOWARDS THE S THE AUTOPLT WAS SELECTED ON. THERE WAS NOTHING ABNORMAL ABOUT THIS CLRNC FROM ATC NOR DID I HAVE A FEELING THAT BEING VECTORED OFF THE SID WOULD CAUSE A NOISE ABATEMENT PROB. I AM NOT AWARE OF THE DISTANCE E OF THE PXR VOR THAT THIS CLRNC OCCURRED. IF THERE IS A QUESTION AS TO WHY WE MADE A TURN TO THE S PRIOR TO THE 4 DME PXR FIX; IT MAY BE ASSOCIATED WITH THE ATC INITIATED AMENDMENT TO OUR CLRNC. THE AIRPLANE WAS LIGHT AND CLBING FAST; ATC MAY HAVE ASSUMED; BY GIVING US AN ALT RESTR PRIOR TO THE TURN DIRECT TUCSON; THAT WE WOULD BE BEYOND THE 4 DME FIX FOR NOISE ABATEMENT. THE DEP SECTION OF THE PAGE SHOULD ADD RWY 7R WITH THE EBOUND RWYS 8 AND 7L NOTES. ALSO THE SECOND NOTE ABOUT THE EBOUND DEPS MIGHT BE CLARIFIED BY REMOVING THE WORD REQUESTED AND INCLUDE A STATEMENT THAT IS RESTRICTIVE IN NATURE (RED FLAG); SUCH AS: NO ON COURSE TURNS PRIOR TO THE 4 DME FIX ARE TO OCCUR; DUE TO STRICT NOISE ABATEMENT PROCS. OR DO NOT ACCEPT ON COURSE TURNS PRIOR TO THE 4 DME FIX; DUE TO STRICT NOISE ABATEMENT PROCS.
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.