Narrative:

I was working phoenix TRACON navajo sector for approximately 45 mins. Phx was operating in an east flow environment. A B737-800 departed phx on the SILOW1 departure. There was crossing traffic (an EA50 landing at iwa) from the north headed sbound level at 10000 ft MSL. B737-800 was initially climbed to FL210. I subsequently went back and amended B737-800 to 9000 ft MSL and cleared direct thomm to resume to silow departure procedure. Traffic was issued to EA50 and B737-800 was turned off of the silow departure procedure to a heading of 330 degrees and advised traffic no factor; and to climb to FL210. A B737-800 was inbound to phx on the eagul RNAV arrival and was descending out of 9000 ft MSL for 8000 ft MSL and being worked by the arrival controller. Traffic was exchanged between B737-800 and B737-300. B737-800 was further instructed to turn left to a heading of 280 degrees and to expedite climb through 10000 ft MSL. B737-800 was advised to turn further left to a heading of 260 degrees and the pilot advised he was receiving a TCAS RA from the B737-300 traffic. Vertical separation was re-established and B737-800 was reclred to thomm intersection to resume the departure procedure. Due to the SOP requiring the iwa arrival to come across the phx departures at 10000 ft MSL; it is my opinion that this leaves the controller in a dangerous situation for climbing the phx departures safely. The departure controller has very little room for error for either vectoring the phx departure away from the iwa arrival and is forced to tunnel the aircraft below the crossing iwa arrival and into the altitude stratum of the phx arrs. I feel management should change the procedure to descend the iwa arrival to 7000 ft MSL underneath both the phx arrs and departures to operate more safely.

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Original NASA ASRS Text

Title: P50 CONTROLLER EXPERIENCED OPERATOR ERROR AT 9000 FT WHILE ATTEMPTING TO VECTOR AND CLIMB A DEPARTURE ABOVE AN ARRIVAL; ALLEGING IWA ARRIVAL PROCEDURE CONTRIBUTED TO THE EVENT.

Narrative: I WAS WORKING PHOENIX TRACON NAVAJO SECTOR FOR APPROX 45 MINS. PHX WAS OPERATING IN AN E FLOW ENVIRONMENT. A B737-800 DEPARTED PHX ON THE SILOW1 DEP. THERE WAS XING TFC (AN EA50 LNDG AT IWA) FROM THE N HEADED SBOUND LEVEL AT 10000 FT MSL. B737-800 WAS INITIALLY CLBED TO FL210. I SUBSEQUENTLY WENT BACK AND AMENDED B737-800 TO 9000 FT MSL AND CLRED DIRECT THOMM TO RESUME TO SILOW DEP PROC. TFC WAS ISSUED TO EA50 AND B737-800 WAS TURNED OFF OF THE SILOW DEP PROC TO A HDG OF 330 DEGS AND ADVISED TFC NO FACTOR; AND TO CLB TO FL210. A B737-800 WAS INBOUND TO PHX ON THE EAGUL RNAV ARR AND WAS DSNDING OUT OF 9000 FT MSL FOR 8000 FT MSL AND BEING WORKED BY THE ARR CTLR. TFC WAS EXCHANGED BTWN B737-800 AND B737-300. B737-800 WAS FURTHER INSTRUCTED TO TURN L TO A HDG OF 280 DEGS AND TO EXPEDITE CLB THROUGH 10000 FT MSL. B737-800 WAS ADVISED TO TURN FURTHER L TO A HDG OF 260 DEGS AND THE PLT ADVISED HE WAS RECEIVING A TCAS RA FROM THE B737-300 TFC. VERT SEPARATION WAS RE-ESTABLISHED AND B737-800 WAS RECLRED TO THOMM INTXN TO RESUME THE DEP PROC. DUE TO THE SOP REQUIRING THE IWA ARR TO COME ACROSS THE PHX DEPS AT 10000 FT MSL; IT IS MY OPINION THAT THIS LEAVES THE CTLR IN A DANGEROUS SITUATION FOR CLBING THE PHX DEPS SAFELY. THE DEP CTLR HAS VERY LITTLE ROOM FOR ERROR FOR EITHER VECTORING THE PHX DEP AWAY FROM THE IWA ARR AND IS FORCED TO TUNNEL THE ACFT BELOW THE XING IWA ARR AND INTO THE ALT STRATUM OF THE PHX ARRS. I FEEL MGMNT SHOULD CHANGE THE PROC TO DSND THE IWA ARR TO 7000 FT MSL UNDERNEATH BOTH THE PHX ARRS AND DEPS TO OPERATE MORE SAFELY.

Data retrieved from NASA's ASRS site as of May 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.