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Federal Aviation Administration
Design Team Technical Report
Denver Metroplex
Updated September 13, 2019
Table of Contents
1.0 The Metroplex Initiative .................................................................................1
2.0 Overview of the Denver Metroplex Design & Implementation Team .............1
3.0 Scope and Process .......................................................................................2
4.0 Proposed Solutions .......................................................................................3
5.0 Procedure Refinement ...................................................................................8
6.0 Key Deliverables and Recommendations……………………………………….8
Attachment 1: Proposed Procedural Actions………………………………….............
Attachment 2: Proposed Procedure Design Packages and Change Control Sheets
1
1.0 The Metroplex Initiative In September 2009, the Federal Aviation Administration (FAA) received the RTCA Task Force 5 Final Report on Mid-Term NextGen Implementation. The report contains recommendations concerning the top priorities for the implementation of NextGen initiatives. A key component of the FAA response to the RTCA recommendations was the formation of teams leveraging FAA and industry Performance Based Navigation (PBN) expertise and experience to expedite implementation of optimized airspace and procedures.
The Metroplex initiative1 (Metroplex) is a systematic, integrated, and expedited approach to implementing PBN procedures and associated airspace changes developed in direct response to the Task Force 5 recommendations on the quality, timeliness, and scope of solutions.
Metroplex focuses on a geographic area, rather than a single airport. This approach considers multiple airports and the airspace within a metropolitan area, including all types of operations, as well as connectivity with other Metroplex regions. The Metroplex initiative is intended to enable accelerated development and implementation of beneficial PBN procedures.
The Metroplex process consists of five phases: Study, Design, Evaluation, Implementation, and Post-Implementation. This Executive Summary describes the Design Phase, while Attachment 2, Proposed Design Packages and Change Control Sheets, provides the detailed designs that are proposed moving forward with the project.
2.0 Overview of the Denver Metroplex Design and Implementation (D&I) Team
In August 2014, the Denver Metroplex Study Team was charged with evaluating current procedures to identify operational issues affecting the efficiency of the Denver Metroplex airspace. Their principal objective was to recommend conceptual Performance Based Navigation (PBN) procedures and/or airspace changes that resulted in both quantitative and qualitative efficiency gains. The qualitative benefits expected by the Study Team include reduced air traffic control (ATC) and pilot task complexity, reduced pilot/controller communications, and repeatable and predictable flight paths. The Study Team issued its final report on December 5, 2014.
The Denver Metroplex D&I Team began work in April 2015. The D&I Team utilized recommendations from the Denver Study Team Report along with years of operational experience with Performance Based Navigation procedures as the foundation for further optimization of PBN procedures.
1 The Metroplex initiative was formerly referred to as the Optimization of Airspace and Procedures in the Metroplex (OAPM) initiative. A Metroplex is a geographic area covering several airports, serving major metropolitan areas and a diversity of aviation stakeholders.
2
The Denver D&I Team’s ultimate goal is to create designs that address identified operational and efficiency issues by refining PBN procedures and associated airspace changes in the Denver Metroplex while supporting FAA and industry needs. The designs proposed by the Denver D&I Team refine the Study Team recommendations and improve the PBN procedures currently in place. These efficiencies include maximizing the use of existing aircraft technologies and aircrew capabilities as well as optimizing vertical profiles to eliminate or reduce level flight segments. The D&I Team was able to develop procedural changes to improve both lateral and vertical paths for STARs and SIDs which segregate arrival and departure procedures, provide for repeatable/predictable flight paths, reduce ATC/pilot work load, and enhance safety.
3.0 Scope and Process
The Denver Metroplex consists of airspace delegated to the Denver Air Traffic Control Tower (DEN ATCT), Denver Terminal Radar Approach Control (D01), and the Denver Air Route Traffic Control Center (ZDV). Airports within the lateral confines of D01 and ZDV airspace were considered within scope of the Metroplex based on their proximity to and interaction with Denver International Airport (KDEN) and the number of annual IFR operations. See Table 1 for the list of airports within the scope of the Denver Metroplex.
Table 1: Denver Metroplex Airports with new/revised PBN procedures
Airport ID
Airport Name
KDEN Denver International Airport KAPA Centennial Airport
KBJC Rocky Mountain Metropolitan Airport
KFNL Northern Colorado Regional Airport
KFTG Front Range Airport KGXY Greeley-Weld County Airport
KLMO 2 Longmont-Vance Brand Municipal Airport
2 LMO is not considered a study airport because it does not meet NEPA guidelines for inclusion in the scope of the Environmental Assessment (90,000 annual propeller operations [247 average daily operations] or 700 annual jet operations [2 average daily operations]). However, the Denver D&I Team determined it would be beneficial to include LMO in the satellite procedures. FAA Order 1050.1F, Environmental Impacts: Policies and Procedures, Appendix B. Federal Aviation Administration Requirements for Assessing Impacts Related to Noise and Noise‐Compatible Land Use and Section 4(f) of the Department of Transportation Act (49 U.S.C. § 303), Section B‐1. Noise and Noise‐Compatible Land Use. Effective 7/16/15.
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The D&I Team began the process by reviewing the Study Team Final Report to identify all conceptual proposals. They followed this with a review of the existing PBN procedures. These procedures and the Study Team Report provided the framework for the D&I Team’s activities. However, the D&I Team had the flexibility to modify or adjust the Study Team proposals and existing procedures if the changes were operationally necessary or beneficial, provided they did not significantly reduce the Study Team’s expected benefits, increase the expected costs, or extend the project timeline.
4.0 Proposed Solutions Standard Terminal Arrival Routes (STARs)
The Denver Metroplex Design and Implementation Team adopted the Study Team’s recommendation of eight KDEN bi-directional optimized profile descent (OPD) STARs with runway transitions: two STARs per arrival corner post. The lateral tracks and vertical profiles were optimized wherever possible.
The current KDEN STAR system is directional; there are sixteen STARs available for filing – eight for a south operation and eight for a north operation. In KDEN’s current directional system, each STAR ties into ILS, GPS, or RNP AR approaches. Bi- directional STARs reduce the number of STARs to eight and allow aircrews to access north or south runways from a single STAR via runway transitions. These runway transitions tie into ILS, GPS, or RNP approaches. Bi-directional STARs make airport configuration changes easier to accomplish by allowing ZDV controllers to issue a landing direction instead of issuing an entirely new STAR. They also reduce the number of STAR clearances associated with industry flight plan filing. Airlines may use different mechanisms to determine which STAR to file, and this is sometimes at odds with the STAR in use upon arrival. Each bi-directional STAR has identical lateral paths for the long and short sides in the enroute environment. The lateral paths differ and split at the runway transition start point inside D01 airspace.
Currently when KDEN changes landing direction, ZDV must issue a clearance to each aircraft for a different STAR increasing controller and flight crew workload and flight crew “heads-down” time. Under the proposed eight STAR system, when the airport changes landing directions, the Denver Center (ZDV) controller will only have to issue a new landing direction, alleviating the requirement to re-issue the full STAR clearance and input the associated re-route changes into ERAM. This allows the ZDV controller to concentrate on other duties. Aircrews will be required to brief only the changes associated with a runway change; the runway transition. This is because the aircraft will remain on the same STAR. Bi-directional STARs will mitigate errors because each KDEN STAR will serve all landing directions by using runway transitions.
The lateral paths of the eight bi-directional KDEN STARs mimic the current directional STARs by merging in D01 airspace for the long side and remain de-conflicted on the short
4
side. Runway transitions were built that cross over to the opposite downwind for runway balancing. These cross-over runway transitions mimic D01’s current practice of radar vectoring aircraft off the STAR to go to the opposite downwind.
The basic operational standards for the eight KDEN STAR system are:
Human-in-the-loop scenarios were developed to mitigate any concerns withrespect to arrival feeds from ZDV to D01.
A standardized Traffic Management Program that uses city-pair automation routingfor gate balancing is being adapted.
Adjacent Center Metering (ACM) will be utilized to the maximum extent possible toensure managed feeds into ZDV airspace.
Participating industry partners have agreed that pilot training is recommended tomitigate pilot workload and Flight Management System complexity when selectinga new runway transition.
The Denver D&I Team adopted the Study Team proposed 10NM airspace extensions to D01 TRACON arrival sectors on all four corner arrival posts. The extensions will provide D01 the distance necessary to assign the landing runway 10NM prior to the runway transition start point. FUSION radar at D01 expands radar coverage to support the D01 airspace extensions.
The eight RNAV STARs will serve KDEN only. Two new satellite RNAV STARs were designed and two were up-numbered to serve the satellite airports in the study area which are de-conflicted from the KDEN STARs.
Standard Instrument Departures (SIDs)
The current SID structure is RNAV off the ground. During peak traffic periods, ATC routinely issues radar vectors to departing aircraft for operational flexibility. When the departure clearance changes from RNAV off the ground to radar vectors, inadvertent flight path deviations have occurred due to flight crews maintaining LNAV engagement. This most often occurs with aircraft using the eastbound and westbound SIDs. To mitigate these issues, DEN ATCT requested that all SIDs off KDEN be radar vector to RNAV SIDs. This removes the possibility of an errant LNAV engagement. However, D01 was concerned that this may increase their workload when re-issuing clearances that return the aircraft to the RNAV procedure once airborne. In an effort to mitigate these issues, the Denver D&I Team modified the KDEN SIDs using a combination of radar vectors and RNAV off the ground. This combination will provide the most flexibility while improving safety.
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The north gate departures off the north/east/west runways and the south gate departures off the south/east/west runways will remain RNAV off the ground. The north gate departures off the south runways and the south gate departures off the north runways will be radar vectors followed by a clearance to an RNAV fix to prevent parallel departures from converging. The east and west gate departures off all runways will be RNAV SIDs.
West Gate SIDs
Altitude restrictions of at or below 10,000’ will keep aircraft below the KDENarrival traffic on the downwind.
Altitude restrictions of at or above 12,000’, 14,000’, and 16,000’ will ensure thedepartures are de-conflicted from terrain.
The west gate SID design consists of four departure routes out the West Gate forprocedural separation. These routes serve all KDEN runways, providingincreased flexibility.
The Denver D&I Team proposed procedures were designed to take into accountthe geographic location of the Denver International Airport (DIA) Noise Exposure
Performance Standards (NEPS) points. The NEPS points were establishedthrough an inter-governmental agreement (IGA) with Adams County and the Cityand County of Denver; where each NEPS point has unique criteria for aircraft noiselevels. The Denver D&I Team worked closely with DIA to support the IGA tominimize the likelihood of a noise level exceedance at the NEPS points. DenverInternational Airport prepared an independent noise modelling analysis of theDenver D&I Team proposed procedures. The results of their analysis indicatedthat the NEPS points would not reach a noise level exceedance.
North Gate SIDs
North gate SIDs off the east/west runways, were adjusted to ensure enoughdistance for KDEN departures to climb above the KDEN arrivals.
Altitude restrictions of at or below 10,000’ keep aircraft below the KDEN arrivaltraffic on the downwind.
South Gate SIDs
The Denver D&I Team adopted the Study Teams recommendation to split the existing SPAZZ SID into two separate procedures, the SUDDZ and SABTH SIDs.
South gate SIDs off the east/west runways, were adjusted to ensure enoughdistance for KDEN departures to climb above the KDEN arrivals.
Altitude restrictions of at or below 10,000’ will keep aircraft below the KDEN arrivaltraffic on the downwind.
6
East Gate SIDs
East Gate SIDs remain RNAV off the ground with an enroute transition added tothe EPKEE to procedurally separate the route from the COUGAR MOA.
Altitude restrictions of at or below 10,000’ keep aircraft below the KDEN arrivaltraffic on the downwind.
The RNAV SIDs designed for KDEN will serve KDEN only. Satellite RNAV SIDs were designed to tie into the same departure gate fixes that serve KDEN. Satellite airport departures will be vectored to join the satellite RNAV SIDs.
Procedure Summary
The Denver D&I Team proposed the following:
12 RNAV STARs 17 RNAV SIDs 2 modified RNP approaches RNAV/GPS RWY12 at BJC is amended for connectivity to the BRNKO and
PINNR STAR’s Multiple ZDV airspace changes, captured in one enroute airspace design
package
Multiple D01 airspace changes, captured in one terminal airspace design package 1 conventional procedure - Conventional procedure change was necessary to align
with the new RNAV designs and current traffic patterns. Multiple cancellations of existing RNAV and conventional procedures
.
See Table 2 for a breakdown of new procedures, up-numbered procedures, amended, and cancelled procedures.
Table 2: Denver Metroplex Airports with new/revised PBN procedures
Procedure Type
Created Up-numbered or Amended
Cancelled
RNAV STARs
10 2 16
RNAV SIDs 13 4 9 Conventional SIDs
0 1 0
RNAV/RNPs 0 2 2 RNAV/GPS 0 1 0 Conv STAR 0 0 1
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These designs are captured in the Proposed Design Package table shown as Attachment A to this document. The Denver D&I Team’s recommendations include the development of Optimized Profile Descents (OPDs), and improved lateral and vertical paths for STARs and SIDs. Arrival and departure procedures were segregated where practical and designed to create repeatable/predictable flight paths, increase efficiency, reduce ATC task complexity, and enhance safety.
All Denver D&I Team proposed RNAV procedures will serve jets only; other aircraft will be required to use conventional procedures.
Three Study Team proposals were rejected by the Denver D&I Team:
A weather re-route STAR to the south through Colorado Springs approach (COS):The notional COS weather re-route was designed to mitigate ZDV TMU identifiedissues and multiple clearances between ZDV and COS TRACON for KDENarrivals through tower/enroute procedures. Although the procedure is operationallyadvantageous to ZDV, D01 determined that it is not operationally feasible to designroutes for dynamic adverse weather conditions and that the procedure presentssafety risks due to head on, opposite direction traffic issues for D01 in the southdeparture gate and COS TRACON. It was determined that during adverseweather, traffic through this area will be handled dynamically by TrafficManagement.
The JMPRS SID proposal: The notional JMPRS SID was designed for KDENdepartures destined for COS. The SID was rejected by the Denver D&I Teambecause when KDEN is in a north flow, it would require departures to climb to16,000’ to top the short side KDEN arrivals followed by a descent to 12,000’ to de-conflict from satellite arrivals on the DUNNN STAR, which makes the proposaloperationally infeasible. It was determined that KDEN departures destined for COSwill be radar vectored. The current JMPRS SID will be canceled uponimplementation of the Metroplex procedures.
An issue with the RNP approach to 17R was identified as possibly requiring D&ITeam action. At the request of industry partners and D01, the Denver D&I Teamdeclined to redesign any of the RNP approaches serving KDEN’s north/southrunways. Industry and D01 both stated that the RNP approaches to the north/southrunways designed today are very efficient and are also the designs beingconsidered for future Established on RNP (EoR) concepts. Changing these RNPapproaches could disrupt this work and the efficiencies being realized today.
The Denver D&I Team made some changes that were not Study Team recommendations per se:
While the Study Team included only one satellite departure route in their proposals,the Denver D&I Team designed SIDs for satellite airports that use the same exitfixes as Denver traffic, while using different IDFs.
The Study Team recommended separate STARs for satellite arrivals in thenorthwest and northeast corners. In addition to designing these arrival routes, the
8
Denver D&I Team also made minor modifications to existing satellite arrival routes in the southwest and southeast corners.
Each Design Package describes the issues and conceptual solutions identified by the Study Team as well as design elements and benefits, dependencies among various proposals, and graphical depictions.
5.0 Procedure Refinement
The D&I Team utilized several workgroups, which included industry representatives, NATCA, and FAA Management. The workgroups systematically developed and refined PBN procedures and airspace designs that met the intent of the Study Team. For each individual proposed concept, the Denver D&I Team went through a design process considering alternative lateral and vertical paths, various speed and altitude restrictions, alternative leg types, different segregation options, aircraft performance, and various charting considerations. Numerous tools were utilized to support the refinement including industry flight simulations, human-in-the-loop and other simulations, flyability, and criteria checks. Extensive flight simulator testing was conducted by United Airlines in 2015 and 2016. The proposed procedures were simulated at ZDV in September 2015 using Integrated Simulation (I-SIM). A high-fidelity Human-in-the-Loop (HITL) simulation was conducted at the MITRE Corporation in McLean, VA to validate the proposed procedures in April 2017. Additional changes to proposed procedures were completed in response to feedback received at Community Involvement meetings conducted in April and May 2017.
Additional changes to SID’s were adopted from comments received during the EA public workshops. Changes also were made during the Evaluation Phase as a result of design criteria changes, Industry request and new ATC requirements. The proposed West vector SIDs were redesigned to RNAV SIDs and the existing East RNAV SIDs were retained. The original EEONS, EMMYS and EXTAN vector SID’s were removed from the proposed designs.
Design proposals were documented and signed by affected FAA and NATCA stakeholders. The remainder of the Design Phase focused on the refinement of the Proposed Designs, ensuring that requirements of applicable guidance documents were met. Documents including, but not limited to Airspace Management Handbooks:
FAA JO 7100.41: Performance Based Navigation Implementation Process FAA Order 8260.3: United States Standard for Terminal Instrument Procedures (TERPS) FAA Order 8260.46: Departure Procedure Program FAA Order 8260.58: United States Standard for Performance Based Navigation (PBN) Instrument Procedure Design
Attachment 1: Proposed Procedural Actions
Procedure Name
Procedure Type Airport (s) Action
AALLE RNAV STAR KDEN Create
LAWGR RNAV STAR KDEN Create
FLATI RNAV STAR KDEN Create
CLASH RNAV STAR KDEN Create
NIIXX RNAV STAR KDEN Create
TBARR RNAV STAR KDEN Create
SSKII RNAV STAR KDEN Create
LONGZ RNAV STAR KDEN Create
BRNKO RNAV STAR KAPA, KBJC, KGXY, KFNL, KLMO Create
PINNR RNAV STAR KAPA, KBJC, KGXY, KFNL, KFTG, KLMO Create
DUNNN RNAV STAR KAPA, KBJC Up‐number
ZOMBZ RNAV STAR KAPA, KFTG Up‐number
SUDDZ RNAV SID KDEN Create
SABTH RNAV SID KDEN Create
ZIMMR RNAV SID KDEN Create
EPKEE RNAV SID KDEN Up‐number
SLEEK RNAV SID KDEN Create
SMMUR RNAV SID KDEN Create
BAYLR RNAV SID KDEN Up‐number
CONNR RNAV SID KDEN Up‐number
COORZ RNAV SID KDEN Up‐number
DDRTH RNAV SID KDEN Create
EXWNG RNAV SID KDEN Create
HHOTH RNAV SID KDEN Create
CHUWY RNAV SID KDEN Create
ECHOO RNAV SID KAPA, KBJC, KGXY, KFNL, KFTG, KLMO Create
MRSHH RNAV SID KAPA, KBJC, KGXY, KFNL, KFTG, KLMO Create
SKYEE RNAV SID KAPA, KBJC, KGXY, KFNL, KFTG, KLMO Create
WNGSS RNAV SID KAPA, KBJC, KGXY, KFNL, KFTG, KLMO Create
ROCKIES Conventional SID KDEN, KAPA, KBJC, KBKF, KFNL, KFTG, KGXY Up‐number
RNP 07 RNP AR approach KDEN Amend
RNP 26 RNP AR approach KDEN Amend
GPS 12L GPS RNAV approach KBJC Amend
ANCHR RNAV STAR KDEN Cancel
KIPPR RNAV STAR KDEN, KBJC, KFNL, KGXY Cancel
WAHUU RNAV STAR KDEN Cancel
JAGGR RNAV STAR KDEN Cancel
PURRL RNAV STAR KDEN Cancel
BOSSS RNAV STAR KDEN Cancel
ZPLYN RNAV STAR KDEN Cancel
LDORA RNAV STAR KDEN Cancel
PEEKK RNAV STAR KDEN Cancel
Procedure Name
Procedure Type Airport (s) Action
TELLR RNAV STAR KDEN Cancel
CREDE RNAV STAR KDEN Cancel
FRNCH RNAV STAR KDEN Cancel
KAILE RNAV STAR KDEN Cancel
MOLTN RNAV STAR KDEN Cancel
TSHNR RNAV STAR KDEN, KFNL, KFTG, KGXY Cancel
PUFFR RNAV STAR KAPA Cancel
SAYGE Conventional STAR KDEN, KAPA, KBJC, KFNL, KFTG, KGXY Cancel
JMPRS RNAV SID KDEN Cancel
SPAZZ RNAV SID KDEN, KAPA, KBJC, KFNL, KFTG Cancel
FOOOT RNAV SID KDEN, KAPA, KBJC, KFNL, KFTG Cancel
SOLAR RNAV SID KDEN, KAPA, KBJC, KFNL, KFTG Cancel
STAKR RNAV SID KDEN, KAPA, KBJC, KFNL, KFTG Cancel
YAMMI RNAV SID KDEN, KAPA, KBJC, KFNL, KFTG Cancel
RIKKK RNAV SID KDEN, KAPA, KBJC, KFNL, KFTG Cancel
BRYCC RNAV SID KDEN, KAPA, KBJC, KFNL, KFTG Cancel
YOKES RNAV SID KDEN, KAPA, KBJC, KFNL, KFTG Cancel
RNP 08 RNP AR approach KDEN Cancel
RNP 25 RNP AR approach KDEN Cancel
Procedure Type Created Up‐numbered Cancelled
RNAV STARs 10 2 16
RNAV SIDs 13 4 9
Conventional STARs 0 0 1
Conventional SIDs 0 1 0
RNPs 0 2 2
RNAV GPS 0 1 0
ECD 12/31/2020 Rework Slots, 12 TBD post‐implementation rework procedures
ECD 08/12/2021 Rework Slots,12 TBD post‐implementation rework procedures
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Attachment 2: Proposed Design Packages and Change Control Sheets
Denver Metroplex Design PackageDEN RNP RWY 7
1
Name of Change and Airport/s Change ClassificationDEN RNP RWY 7 Terminal Procedure; Instrument Approach
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.1Problem ID: NA
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
D01: FRDEN ATCTKDEN
DEN AALLE STARDEN LAWGR STARDEN CLASH STARDEN NIIXX STAR
Associated Data FilesTARGETS Output PackagesHITL simulation results
Purpose
Purpose is to optimize and reduce track miles of the RNP approach.
Study Team Recommendation
The MST recommends that RNP Standard Instrument Approach Procedures at DEN be reviewed duringthe D&I phase for optimized downwind alignment and reduction in arc length.
Proposed Final Design
An underscore at the end of a waypoint denotes existing waypoint is proposed to be moved, e.g.,DANDD_.
The Denver Design and Implementation Team modified the DEN RNP RWY 7.
The design element and benefit was a modification of the north downwind, which was moved closer tothe airport to reduce track miles. The north downwind was originally designed for runways 7 and 8,which explains the original wide arc. The DEN RNP RWY 8 is not used and the D&I Team decided tocancel it. This allows the north downwind to be moved closer and the arc RF leg to be tightened toreduce track miles.
Denver Metroplex Design Package DEN RNP RWY 7
2
Figure 1: D&I Proposed DEN RNP RWY 7
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated. Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01, DEN ATCT facilities internal Standard Operating Procedures
D01/DEN ATCT Letters of Agreement
Airspace modifications not anticipated.
Controller training
Automation changes Attachments
TARGETS Distribution Package
HITL simulation result
Denver Metroplex Design Package Change Sheet DEN RNP RWY7
Design Package Template Ver. 9 1
Figure 1: Original D&I Proposed Design DEN RNP RWY7
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/16 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead
09/07/16 Implementation date changed to 6/20/19
1/10/17 Cheryl Zibrowski replaced Mark Phipps as FAA K&I Lead
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
11/1/17 Management Lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
Denver Metroplex Design PackageDEN RNP RWY 26
1
Name of Change and Airport/s Change ClassificationDEN RNP RWY 26 Terminal Procedure; Instrument Approach
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.1Problem ID: NA
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
D01: FRDEN ATCTKDEN
DEN BOCCO STARDEN BIVVY STARDEN SSKII STARDEN TBARR STAR
Associated Data FilesTARGETS Output PackagesHITL simulation results
Purpose
Purpose is to optimize and reduce track miles of the RNP approach.
Study Team Recommendation
The MST recommends that RNP Standard Instrument Approach Procedures at DEN be reviewed duringthe D&I phase for optimized downwind alignment and reduction in arc length.
Proposed Final Design
An underscore at the end of a waypoint denotes existing waypoint is proposed to be moved, e.g.,DANDD_.
The Denver Design and Implementation Team modified the DEN RNP RWY 26.
The design element and benefit was a modification of the south downwind, which was moved closer tothe airport to reduce track miles. The south downwind was originally designed for runways 26 and 25,which explains the original wide arc. The DEN RNP RWY 25 is not used and the D&I Team decided tocancel it. This allows the south downwind to be moved closer and the arc RF leg to be tightened toreduce track miles.
Denver Metroplex Design PackageDEN RNP RWY 26
2
Figure 1: D&I Proposed DEN RNP RWY 26
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Implementation Dependencies
Submissions of procedures listed on front page table Modifications to D01, DEN ATCT facilities internal Standard Operating Procedures D01/DEN ATCT Letters of Agreement Airspace modifications not anticipated. Controller training Automation changes
Attachments
TARGETS Distribution Package HITL simulation result
Denver Metroplex Design Package Change Sheet DEN RNP RWY26
Design Package Template Ver. 9 1
Figure 1: Original D&I Proposed Design DEN RNP RWY26
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/16 Mark Ostronic replaced Chris Thomas as NATCA D&I Lead
09/07/16 Implementation date changed to 6/20/19
01/10/17 Cheryl Zibrowski replaced Mark Phipps as FAA D&I Lead
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
11/1/17 Management Lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
Denver Metroplex Design PackageDEN BAYLR SID
1
Name of Change and Airport/s Change ClassificationDEN BAYLR SID Terminal Procedure; SID
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.2.4Problem ID: I2, T1, T1a, T1b, T1c, T1d, T3,T4, T6, T9, D14, D15, D22
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 4, 5, 6D01: DR1DEN ATCTKDEN
DEN ROCKIES SID upnumberDEN SOLAR SIDDEN SCAGS SIDDEN SHOJO SIDDEN STAKR SIDDEN WNGSS SIDD01 Airspace Changes
Associated Data FilesTARGETS Output PackagesRNAV Pro analysis resultsHITL simulation results
Purpose
To minimize aircrew confusion of departure clearance off the runway inside DEN ATCT airspace.
The DEN BAYLR SID proposal is an up-number of the existing procedure.
MST Identified Issues:
Currently, there are 21 SIDs serving DEN: 16 RNAV and five conventional. The MST used the existingRNAV SIDs as the starting point for procedure development. Common issues were identified by theMST, facilities, and industry as described below:
1. Inefficient lateral paths2. Initial leg types do not provide the appropriate separation minima3. DEN ATCT uses a combination of RNAV off-the-ground and radar vectors4. Departure routes are in conflict with current and proposed Special Use Airspace (SUA)5. Departures are routed south or vectored north of FTG airspace6. Westbound noise issues restrict efficient procedure design7. Low conformance to the departure procedures
Denver Metroplex Design Package DEN BAYLR SID
2
Study Team Recommendation
MST common notional solution recommendations for all DEN SIDs:
1. Optimization of lateral paths to reduce flight track miles 2. Segregation of RNAV SIDs from arrivals where practical 3. Elimination of unused en route transition(s) 4. Minimum of eight NM between all Transfer of Control Points (TCP) 5. RNAV off-the-ground departure procedures 6. Combination of initial RNAV legs as appropriate 7. Initial altitude assignment of 10,000 feet MSL (all other altitudes are tactically assigned by ATC) 8. Shortening of en route transitions for added flexibility
MST West DEN SID notional solution recommendations:
1. MST routes were shortened for track mile savings and additional efficiencies. 2. Runway 8 incorporates radar vectors for flexibility.
Figure 1: Current and MST Proposed DEN BAYLR SID (terminal)
Denver Metroplex Design Package DEN BAYLR SID
3
Figure 2: Current and MST Proposed DEN BAYLR SIDs (en route)
Proposed Final Design
Reference the Denver Metroplex Design and Implementation Phase Executive Summary for the
background and rationale of up-numbering the DEN SIDs. An underscore at the end of a waypoint
denotes existing waypoint is proposed to be moved, e.g., DANDD_.
The Denver Design and Implementation Team proposed the DEN BAYLR SID up-number. The MST’s
designs did not provide de-confliction from arrivals and did not provide DEN ATCT operational flexibility;
therefore, they were not adopted as designed.
Design elements and benefits include:
The waypoint BRKEM_ was moved and added to serve as a single initial departure fix (IDF) for all
runways for this SID to increase DEN ATCT flexibility with restriction at or below 10000 to de-
conflict from the arrival downwinds and to align with south SIDs of RWY 25.
Denver Metroplex Design Package DEN BAYLR SID
4
Restrictions at or above 12000 at TUULO_, at or above 14000 at HLTON_, and at or above 16000
at MTSUI_ are to comply with MVA’s.
MST proposed D020 en route transition was modified to retain TEHRU for en route structure, in
order to provide de-confliction from the DEN SSKII STAR and to accommodate Q-Routes into the
LA Basin.
Figure 3: D&I Proposed DEN BAYLR SID (terminal)
Denver Metroplex Design Package DEN BAYLR SID
5
Figure 4: D&I Proposed DEN BAYLR SID (en route)
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated. Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01, DEN ATCT, ZDV facilities internal Standard Operating Procedures
D01/DEN ATCT and D01/ZDV Letters of Agreement
Requires airspace modifications to D01 FR Land North Dump (NW Corner)
Controller training
Automation changes
Fix pairs Attachments
TARGETS Output Packages
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet BAYLR SID
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation Date updated to 6/20/19
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 01/23‐27/2017
WP BRKEM_ restriction changed to 7000/10000 for criteria and relocated to N39° 46' 32.24" W104° 54' 13.25". WP WAKIR added at N39° 44' 55.00" W105° 01' 33.83". to go around the zoo and Capitol area. En route transition added of HBU‐BOBBA‐BAYLR‐WNGSS for low altitude aircraft. HBU located at N38° 27' 07.62" W107° 02' 22.97".
DEN Master Design team 2017‐01‐25.tgs
[Additional changes can be tracked by adding rows , references, and figures]
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
09/28/17 WP BRKEM altitude restriction changed to 080B100 from 070B100 for protection of Satellite airspace
11/1/17 Management Lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
05/23/19 BAYLR restriction changed to at or above 170
Denver Metroplex Design Package Change Sheet BAYLR SID
Design Package Template Ver. 9 2
Figure 1. Proposed Final Design BAYLR SID (terminal)
Figure 2: D&I Proposed DEN BAYLR SID (en route)
Denver Metroplex Design Package Change Sheet BAYLR SID
Design Package Template Ver. 9 3
Figure 3. Revised Proposed Final Design BAYLR SID (terminal)
Denver Metroplex Design Package Change Sheet BAYLR SID
Design Package Template Ver. 9 4
Figure 4: Revised Proposed Final Design BAYLR SID (enroute)
Denver Metroplex Design Package DEN CHUWY (YOKES) SID
1
Name of Change and Airport/s Change ClassificationDEN CHUWY SID Terminal Procedure; SID
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.2.1Problem ID: I2, T1, T1a, T1b, T1c, T1d, T3,T4, T6, D22
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 33, 21/22 (combined), 15/16(combined)D01: DR2DEN ATCTKDEN
DEN BRYCC SIDDEN EEONS SIDDEN EMMYS SIDDEN RIKKK SIDDEN YAMMI SIDDEN ZIMMR SIDDEN AALLE STARSatellite MRSHH SIDSatellite BRNKO STARD01 Airspace Changes
Associated Data FilesTARGETS Output PackagesRNAV Pro analysis resultsHITL simulation results
Purpose
To minimize aircrew confusion of departure clearance off the runway inside DEN ATCT airspace.
The DEN YOKES SID proposal is an up-number of the existing procedure.
MST Identified Issues:
Currently, there are 21 SIDs serving DEN: 16 RNAV and five conventional. The MST used the existingRNAV SIDs as the starting point for procedure development. Common issues were identified by theMST, facilities, and industry as described below:
1. Inefficient lateral paths2. Initial leg types do not provide the appropriate separation minima3. DEN ATCT uses a combination of RNAV off-the-ground and radar vectors4. Departure routes are in conflict with current and proposed Special Use Airspace (SUA)5. Departures are routed south or vectored north of FTG airspace6. Westbound noise issues restrict efficient procedure design7. Low conformance to the departure procedures
2
Denver Metroplex Design Package DEN CHUWY (YOKES) SID
Study Team Recommendation
MST common notional solution recommendations for all DEN SIDs:
1. Optimization of lateral paths to reduce flight track miles2. Segregation of RNAV SIDs from arrivals where practical3. Elimination of unused en route transition(s)4. Minimum of eight NM between all Transfer of Control Points (TCP)5. RNAV off-the-ground departure procedures6. Combination of initial RNAV legs as appropriate7. Initial altitude assignment of 10,000 feet MSL (all other altitudes are tactically assigned by ATC)8. Shortening of en route transitions for added flexibility
MST North DEN SID notional solution recommendations:
1. MST routes were shortened for track mile savings and additional efficiencies.2. MST routes for Runway 17L were designed to avoid FTG Class D airspace.
Figure 1: Current and MST Proposed DEN YOKES SID (terminal)
Denver Metroplex Design Package DEN CHUWY (YOKES) SID
3
Figure 2: Current and MST Proposed DEN YOKES SIDs (en route)
Proposed Final Design
Reference the Denver Metroplex Design and Implementation Phase Executive Summary for the
background and rationale of up-numbering the DEN SIDs. An underscore at the end of a waypoint
denotes existing waypoint is proposed to be moved, e.g., DANDD_.
The Denver Design and Implementation Team proposed the DEN YOKES SID up-number. The MST’s
designs did not provide de-confliction from arrivals and did not provide DEN ATCT operational flexibility;
therefore, they were not adopted as designed.
Design elements and benefits include:
Added additional runway transitions to increase DEN ATCT flexibility.
The waypoint MUGBE_ was moved and waypoint ROYYL_ was moved and added to align with
the west and east SIDs. CAAZZ_ and NKATA_ were added and moved on the YOKES SID to regain
operational flexibility and deconflict from simultaneous runway departures.
Routing after NKATA_ and CAAZZ_ direct YOKES to laterally deconflict from adjacent SIDs.
At or above 17000 restriction added at YOKES for deconfliction from satellite arrivals inbound on
BRNKO.
Lower performing regional jets were moved from the YOKES SID to the BRYCC SID to segregate
from higher performing aircraft to expedite climbs.
Denver Metroplex Design Package DEN CHUWY (YOKES) SID
4
MST proposed D015 en route transition was removed from the YOKES SID and added to the
BRYCC SID.
EXWNG used to facilitate ATC manual crossing altitudes to top arrivals on the AALLE and BRNKO
STARs.
MST proposed D016 en route transition was extended to CHUWY for airspace and de-confliction
from arrivals on the AALLE and BRNKO STARs.
Figure 3: D&I Proposed DEN YOKES SID (terminal)
Denver Metroplex Design Package DEN CHUWY (YOKES) SID
5
Figure 4: D&I Proposed DEN YOKES SID (en route)
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01, DEN ATCT, and ZDV facilities internal Standard Operating Procedures
D01/DEN ATCT and D01/ZDV Letters of Agreement
Requires airspace modifications to D01 FR South Dump airspace modifications (SW corner)
Controller training
Automation changes
Attachments
TARGETS Output Packages
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet CHUWY SID (YOKES)
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA Co‐Lead Initials
NATCA Co‐Lead Initials
Week of 08/15‐19/2016
WP NKATA_ moved to N40° 02' 18.19" W104° 41' 34.24". WP CAAZZ_ moved to N40° 02' 13.64" W104° 41' 01.05".
DEN Master Design team 2016‐08‐17.tgs
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Project implementation date changed to 06/20/2019
Week of 09/19‐23/2016
Changed SID name from the YOKES SID to the CHUWY SID for criteria. WP EXWNG renamed LNGWD. This is related to WP name changes to rename the DEN North SIDs.
DEN Master Design team 2016‐09‐22.tgs
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 01/23‐27/2017
WP ROYYL_ restriction changed to 7000/10000 for criteria. WP MUGBE_ restriction changed to 7000/10000 for criteria. WP’s WAZEE and LODOE relocated to N40° 00' 54.77" W104° 57' 49.55" and N40° 06' 41.08" W104° 55' 31.22", respectively for criteria and renamed WAZEE_ and LODOE_.
DEN Master Design team 2017‐01‐25.tgs
Week of 03/20‐24/2017
WP WAZEE_ renamed WAZEE_1.
DEN Master Design team 2017‐03‐21.tgs
8/8/17 WP ROYYL and MUGBE altitude restriction changed to AOB 100 at
Industry request
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Denver Metroplex Design Package Change Sheet CHUWY SID (YOKES)
Design Package Template Ver. 9 2
Figure 1. Original D&I Proposed DEN YOKES SID (terminal)
Week of 8/29/17
ZDV Lead Concurrence
9/28/17 WP CAAZZ/ WP NKATA/WP ROYYL/WP MUGBE altitude restriction
changed to 080B100 from AOB 100 for protection of Satellite airspace
11/1/17 Management lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
5/23/19 Block altitudes at NKATA, CAAZZ, ROYYL, MUGBE changed to at or below
100. ROYYL moved to current location
Denver Metroplex Design Package Change Sheet CHUWY SID (YOKES)
Design Package Template Ver. 9 3
Figure 2. Original D&I Proposed DEN YOKES SID (enroute)
Denver Metroplex Design Package Change Sheet CHUWY SID (YOKES)
Design Package Template Ver. 9 4
Figure 3: Revised Proposed Final Design CHUWY SID (terminal)
Figure 4: Revised Proposed Final Design CHUWY SID Enroute
Denver Metroplex Design PackageDEN CONNR SID
1
Name of Change and Airport/s Change ClassificationDEN CONNR SID Terminal Procedure; SID
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.2.4Problem ID: I2, T1, T1a, T1b, T1c, T1d, T3,T4, T6, T9, D14, D15, D22
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 4, 5, 6D01: DR1DEN ATCTKDEN
DEN COORZ SIDDEN ROCKIES SID (conventional up-number)Satellite WNGSS SID
Associated Data FilesTARGETS Output PackagesRNAV Pro analysis resultsHITL simulation results
Purpose
To minimize aircrew confusion of departure clearance off the runway inside DEN ATCT airspace.
The DEN CONNR SID proposal is an up-number of the existing procedure.
MST Identified Issues:
Currently, there are 21 SIDs serving DEN: 16 RNAV and five conventional. The MST used the existingRNAV SIDs as the starting point for procedure development. Common issues were identified by theMST, facilities, and industry as described below:
1. Inefficient lateral paths2. Initial leg types do not provide the appropriate separation minima3. DEN ATCT uses a combination of RNAV off-the-ground and radar vectors4. Departure routes are in conflict with current and proposed Special Use Airspace (SUA)5. Departures are routed south or vectored north of FTG airspace6. Westbound noise issues restrict efficient procedure design7. Low conformance to the departure procedures
Denver Metroplex Design Package DEN CONNR SID
2
Study Team Recommendation
MST common notional solution recommendations for all DEN SIDs:
1. Optimization of lateral paths to reduce flight track miles2. Segregation of RNAV SIDs from arrivals where practical3. Elimination of unused en route transition(s)4. Minimum of eight NM between all Transfer of Control Points (TCP)5. RNAV off-the-ground departure procedures6. Combination of initial RNAV legs as appropriate7. Initial altitude assignment of 10,000 feet MSL (all other altitudes are tactically assigned by ATC)8. Shortening of en route transitions for added flexibility
MST West DEN SID notional solution recommendations:
1. MST routes were shortened for track mile savings and additional efficiencies.2. Runway 8 incorporates radar vectors for flexibility.
Figure 1: Current and MST Proposed DEN CONNR SID (terminal)
Denver Metroplex Design Package DEN CONNR SID
3
Figure 2: Current and MST Proposed DEN CONNR SIDs (en route)
Proposed Final Design
Reference the Denver Metroplex Design and Implementation Phase Executive Summary for the
background and rationale of up-numbering the DEN SIDs. An underscore at the end of a waypoint
denotes existing waypoint is proposed to be moved, e.g., DANDD_.
The Denver Design and Implementation Team proposed the DEN CONNR SID up-number. The MST’s
designs did not provide de-confliction from arrivals and did not provide DEN ATCT operational flexibility;
therefore, they were not adopted as designed.
Design elements and benefits include:
The waypoint FOAMS_ was moved and added to serve as a single initial departure fix (IDF) for all
runways for this SID to increase DEN ATCT flexibility with restriction at or below 10000 to de-
conflict from the arrival downwinds.
Denver Metroplex Design Package DEN CONNR SID
4
Restrictions at or above 12000 at TAVRN_, at or above 14000 at VONNN_, and at or above
16000 at TEEBO_ are to comply with MVA’s.
CONNR moved south to provide 15 degrees divergence from the DEN COORZ SID.
MST proposed D085 en route transition was not adopted because WERNR functions better for
ASE arrivals.
MST proposed D028 en route transition extended to ZAKRY to accommodate ZLA Q-Routes.
Figure 3: D&I Proposed DEN CONNR SID (terminal)
Denver Metroplex Design Package DEN CONNR SID
5
Figure 4: D&I Proposed DEN CONNR SID (en route)
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01, DEN ATCT, and ZDV facilities internal Standard Operating Procedures
D01/DEN ATCT and D01/ZDV Letters of Agreement
Requires airspace modifications to D01 FR airspace (NE, NW corners)
Controller training
Automation changes
Fix pairs for Q-Routes
Airspace Modification not anticipated
Attachments
TARGETS Output Packages
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet CONNR SID
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation date updated to 6/20/19
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 01/23‐27/2017
Restriction at WP FOAMS was changed to +7000/‐10000 due to criteria.
DEN Master Design team 2017‐01‐25.tgs
Week of 06/28/2017‐07/05/2017
WP VONNN repositioned to N39° 44' 12.07" W105° 25' 51.36" to reduce track miles and provide enhanced divergence from the COORS. Reconfirmed location 07/20/2017 with D01.
DEN Master Design Team 2017‐07‐05.tgs
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
9/28/17 WP FOAMS altitude restriction changed to 080B100 from 070B100
for protection of Satellite airspace
11/1/17 Management Lead Changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/20
2/26/19 Management Lead Changed to John Connolly
5/23/19 Block altitude at FOAMS changed to at or below 100, RWY8
transition to TAVRN WP 394611.83/105164.72
6/18/19 SID ended at WERNR at ZDV request. ZAKRY floating WP
Denver Metroplex Design Package Change Sheet CONNR SID
Design Package Template Ver. 9 2
Figure 1. Original D&I Proposed CONNR SID (terminal)
Figure 2: Original D&I Proposed CONNR SID (enroute)
Denver Metroplex Design Package Change Sheet CONNR SID
Design Package Template Ver. 9 3
Figure 3. Revised Proposed Final Design CONNR SID (terminal)
Denver Metroplex Design Package Change Sheet CONNR SID
Design Package Template Ver. 9 4
Figure 4: Revised Proposed Final Design CONNR SID (enroute)
Denver Metroplex Design PackageDEN COORZ SID
1
Name of Change and Airport/s Change ClassificationDEN COORZ SID Terminal Procedure; SID
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.2.4Problem ID: I2, T1, T1a, T1b, T1c, T1d, T3, T4,T6, T9, D14, D15, D22
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 5, 6D01: DR1DEN ATCTKDEN
DEN CONNR SIDSatellite WNGSS SID
Associated Data FilesTARGETS Output PackagesRNAV Pro analysis resultsHITL simulation results
Purpose
To minimize aircrew confusion of departure clearance off the runway inside DEN ATCT airspace.
The DEN COORZ SID proposal is an up-number of the existing procedure.
Currently, there are 21 SIDs serving DEN: 16 RNAV and five conventional. The MST used the existingRNAV SIDs as the starting point for procedure development. Common issues were identified by theMST, facilities, and industry as described below:
1. Inefficient lateral paths2. Initial leg types do not provide the appropriate separation minima3. DEN ATCT uses a combination of RNAV off-the-ground and radar vectors4. Departure routes are in conflict with current and proposed Special Use Airspace (SUA)5. Departures are routed south or vectored north of FTG airspace6. Westbound noise issues restrict efficient procedure design7. Low conformance to the departure procedures
Denver Metroplex Design Package DEN COORZ SID
2
Study Team Recommendation
MST common notional solution recommendations for all DEN SIDs:
1. Optimization of lateral paths to reduce flight track miles2. Segregation of RNAV SIDs from arrivals where practical3. Elimination of unused en route transition(s)4. Minimum of eight NM between all Transfer of Control Points (TCP)5. RNAV off-the-ground departure procedures6. Combination of initial RNAV legs as appropriate7. Initial altitude assignment of 10,000 feet MSL (all other altitudes are tactically assigned by ATC)8. Shortening of en route transitions for added flexibility
MST West DEN SID notional solution recommendations:
1. MST routes were shortened for track mile savings and additional efficiencies.2. Runway 8 incorporates radar vectors for flexibility.
Figure 1: Current and MST Proposed DEN COORZ SID (terminal)
Denver Metroplex Design Package DEN COORZ SID
3
Figure 2: Current and MST Proposed DEN COORZ SIDs (en route)
Proposed Final Design
Reference the Denver Metroplex Design and Implementation Phase Executive Summary for the
background and rationale of up-numbering the DEN SIDs. An underscore at the end of a waypoint
denotes existing waypoint is proposed to be moved, e.g., DANDD_.
The Denver Design and Implementation Team proposed the DEN COORZ SID up-number. The MST’s
designs did not provide de-confliction from arrivals and did not provide DEN ATCT operational flexibility;
therefore, they were not adopted as designed.
Design elements and benefits include:
The waypoint FOAMS_ was moved to serve as a single initial departure fix (IDF) for all runways
for this SID to increase DEN ATCT flexibility with restriction at or below 10000 to de-conflict
from the arrival downwinds.
Denver Metroplex Design Package DEN COORZ SID
4
Restrictions at or above 12000 at IPALE_, at or above 14000 at MOLSN_, and at or above 16000
at BULLT_ are to comply with MVA’s.
MST proposed routing was modified to retain COORZ to provide 15 degree divergence between
the COORZ and CONNR SIDs west of FOAMS_.
Figure 3: D&I Proposed DEN COORZ SID (terminal)
Denver Metroplex Design Package DEN COORZ SID
5
Figure 4: D&I Proposed DEN COORZ SID (en route)
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01 and DEN ATCT facilities internal Standard Operating Procedures
D01/DEN ATCT, D01/ZDV, ZDV/Arapahoe Peak Soaring Letters of Agreement
Airspace modifications not anticipated
Controller training
Automation changes
Attachments
TARGETS Output Packages
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet COORZ SID
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation date changed to 06/20/2019
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 01/23‐27/2017
Restriction at WP FOAMS was changed to +7000/‐10000 due to criteria.
DEN Master Design team 2017‐01‐25.tgs
Week of 06/12‐16/2017
The following WPs were relocated: MOLSN_ N39° 50' 36.50" W105° 27' 45.52", BULLT_ N39° 50' 17.71" W105° 34' 31.07", and COORZ_ N39° 49' 52.64" W105° 42' 58.30". The change was made to straighten route structure and reduce track miles.
DEN Master Design team 2017‐06‐15.tgs
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
9/28/17 WP FOAMS altitude restriction changed to 080B100 from 070B100 for protection of Satellite airspace
11/1/17 Management Lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
3/6/19 Route from IPALE to COORZ moved to original COORZ location 395138.10/105435.60
5/23/19 Block altitude at FOAMS changed to at or below 100
IPALE WP moved to 39515.48/1051623.91. RWY8 transition to IPALE
07/10/19 Crossing restriction at COORZ added at or above 170
Denver Metroplex Design Package Change Sheet COORZ SID
Design Package Template Ver. 9 2
Figure 1: D&I Proposed DEN COORZ SID (terminal)
Figure 2: D&I Proposed DEN COORZ SID (enroute)
Denver Metroplex Design Package Change Sheet COORZ SID
Design Package Template Ver. 9 3
Figure 3. Revised Proposed Final Design COORZ SID (terminal)
Denver Metroplex Design Package Change Sheet COORZ SID
Design Package Template Ver. 9 4
Figure 4: Revised Proposed Final Design COORZ SID (enroute)
Denver Metroplex Design Package DEN DDRTH (YAMMI) SID
1
Name of Change and Airport/s Change ClassificationDEN DDRTH SID Terminal Procedure; SID
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.2.1Problem ID: I2, T1, T1a, T1b, T1c, T1d, T3,T4, T6, D22
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 13, 14, 21/22 (combined), 34D01: DR2DEN ATCTKDEN
DEN BRYCC SIDDEN EEONS SIDDEN EMMYS SIDDEN RIKKK SIDDEN YOKES SIDDEN ZIMMR SIDDEN BIVVY STARDEN BBOCO STARD01 Airspace ChangesZDV Airspace Changes
Associated Data FilesTARGETS Output PackagesRNAV Pro analysis resultsHITL simulation results
Purpose
To minimize aircrew confusion of departure clearance off the runway inside DEN ATCT airspace.
The DEN YAMMI SID proposal is an up-number of the existing procedure.
MST Identified Issues:
Currently, there are 21 SIDs serving DEN: 16 RNAV and five conventional. The MST used the existingRNAV SIDs as the starting point for procedure development. Common issues were identified by theMST, facilities, and industry as described below:
1. Inefficient lateral paths2. Initial leg types do not provide the appropriate separation minima3. DEN ATCT uses a combination of RNAV off-the-ground and radar vectors4. Departure routes are in conflict with current and proposed Special Use Airspace (SUA)5. Departures are routed south or vectored north of FTG airspace6. Westbound noise issues restrict efficient procedure design7. Low conformance to the departure procedures
2
Denver Metroplex Design PackageDEN DDRTH (YAMMI) SID
Study Team Recommendation
MST common notional solution recommendations for all DEN SIDs:
1. Optimization of lateral paths to reduce flight track miles2. Segregation of RNAV SIDs from arrivals where practical3. Elimination of unused en route transition(s)4. Minimum of eight NM between all Transfer of Control Points (TCP)5. RNAV off-the-ground departure procedures6. Combination of initial RNAV legs as appropriate7. Initial altitude assignment of 10,000 feet MSL (all other altitudes are tactically assigned by ATC)8. Shortening of en route transitions for added flexibility
MST North DEN SID notional solution recommendations:
1. MST routes were shortened for track mile savings and additional efficiencies.2. MST routes for Runway 17L were designed to avoid FTG Class D airspace.
Denver Metroplex Design Package DEN YAMMI SID
3
Figure 1: Current and MST Proposed DEN YAMMI SID (terminal)
Figure 2: Current and MST Proposed DEN YAMMI SID (en route)
4
Denver Metroplex Design PackageDEN DDRTH (YAMMI) SID
Proposed Final Design
Reference the Denver Metroplex Design and Implementation Phase Executive Summary for the
background and rationale of up-numbering the DEN SIDs. An underscore at the end of a waypoint denotes existing waypoint is proposed to be moved, e.g., DANDD_.
The Denver Design and Implementation Team proposed the DEN YAMMI SID up-number. The MST’s
designs did not provide de-confliction from arrivals and did not provide DEN ATCT operational flexibility; therefore, they were not adopted as designed.
Design elements and benefits include:
Added additional runway transitions to increase DEN ATCT flexibility. Added additional runway transitions to increase DEN ATCT flexibility. The waypoint MUGBE_
was moved and waypoint ROYYL_ was moved and added to align with the west and east SIDs.NKATA_ was moved, CAAZZ_ was moved and added on the YAMMI SID to regain operationalflexibility and de-conflict from simultaneous runway departures.
Added and moved current day waypoint SHICK (SHICK_) with restriction at or above 12000 forRWY 35L/R and 34L/R to de-conflict from satellite arrivals on the BRNKO STAR and V4, oppositedirection CYS arrivals, and airspace.
KAYOO at or below 11000 restriction to de-conflict from the BIVVY and BBOCO STARs. Routing after NKATA_ and CAAZZ_ are direct to YAMMI. At or above 17000 restriction added at YAMMI for de-confliction from arrivals inbound on V4. MST en route transition DD008 moved northwest to SMITN to save track miles, align with
current flight tracks, and thereby eliminating the use of LAR VOR. ZDV sectors 13/21 and 14/34 airspace changes required to accommodate en route transition.
Denver Metroplex Design Package DEN DDRTH (YAMMI) SID
5
Figure 3: D&I Proposed DEN YAMMI SID (terminal)
Figure 4: D&I Proposed DEN YAMMI SID (en route)
6
Denver Metroplex Design PackageDEN DDRTH (YAMMI) SID
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Implementation Dependencies
Submissions of procedures listed on front page table Modifications to D01, DEN ATCT, and ZDV facilities internal Standard Operating Procedures D01/DEN ATCT and D01/ZDV Letters of Agreement Requires airspace modifications to:
o ZDV sectors 13/21 and 14/34o D01 FR Airspace Modifications (NW corner)
Controller training Automation changes
Attachments
TARGETS Output Packages RNAV Pro analysis results HITL simulation results
Denver Metroplex Design Package Change Sheet DDRTH SID (YAMMI)
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
Week of 08/15‐19/2016
WP NKATA_ moved to N40° 02' 18.19" W104° 41' 34.24". WP CAAZZ_ moved to N40° 02' 13.64" W104° 41' 01.05".
DEN Master Design team 2016‐08‐17.tgs
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation date updated to 6/20/19
Week of 09/19‐23/2016
WP SMITN changed to OPPEE and relocated to N41° 27' 33.07"W106° 14' 42.09".
DEN Master Design team 2016‐09‐22.tgs
Week of
11/21‐25/2016
Changed SID name from the YAMMI SID to the DDRTH SID for criteria. WP OPPEE renamed DDRTH for SID renaming. This is related to WP name changes to rename the DEN North SIDs.
DEN Master Design team 2016‐11‐21.tgs
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 01/23‐27/2017
WP ROYYL_ restriction changed to 7000/10000 for criteria. WP MUGBE_ restriction changed to 7000/10000 for criteria. WP’s WAZEE and LODOE relocated to N40° 00' 54.77" W104° 57' 49.55" and N40° 06' 41.08" W104° 55' 31.22", respectively for criteria and renamed WAZEE_ and LODOE_.
DEN Master Design team 2017‐01‐25.tgs
Denver Metroplex Design Package Change Sheet DDRTH SID (YAMMI)
Design Package Template Ver. 9 2
Week of 03/20‐24/2017
DEN Master Design team 2017‐03‐21.tgs
Week of 05/08‐12/2017
Restriction at SHICK_ changed to +13000 to deconflict from BRNKO STAR.
DEN Master Design team 2017‐05‐09.tgs
Week of 06/19‐21/2017
WP SOLLO relocated to N40° 27' 56.55" W104° 50' 42.61" for criteria.
DEN Master Design Team 2017‐06‐28.tgs
08/08/2017
WP FAARM repositioned to 401757.72/1043645.17 for diverge point with EXWNG SID to acquire 16 degrees. WP ROYYL and MUGBE altitude restriction changed to AOB 100 at Industry request
DEN Master Design team 2017‐08‐08.tgs
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
9/28/17
WP CAAZZ/ WP NKATA/WP ROYYL/WP MUGBE altitude restriction changed to 080B100 from AOB 100 for protection of
Satellite airspace
11/1/17 Management Lead changed to Mark Phipps
6/2/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
3/6/19 SOLLO WP name changed to TROTO
5/23/19 Block altitudes at NKATA, CAAZZ, ROYYL, MUGBE changed to at or
below 100. ROYYL moved to existing location
Denver Metroplex Design Package Change Sheet DDRTH SID (YAMMI)
Design Package Template Ver. 9 3
Figure 1. Original D&I Proposed DEN YAMMI SID (terminal)
Figure 2. Original D&I Proposed DEN YAMMI SID (enroute)
Denver Metroplex Design Package Change Sheet DDRTH SID (YAMMI)
Design Package Template Ver. 9 4
Figure 3: Revised Proposed Final Design DDRTH SID (terminal)
Denver Metroplex Design Package Change Sheet DDRTH SID (YAMMI)
Design Package Template Ver. 9 5
Figure 4: Revised Proposed Final Design DDRTH SID (enroute)
Denver Metroplex Design PackageSatellite ECHOO SID
1
Name of Change and Airport/s Change ClassificationSatellite ECHOO SID Terminal Procedure; SID
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: NAProblem ID: D5, D9
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 7, 8, 17, 18, 19, 61, 67D01: SR1, SR2, SR4, DR1, DR2, DR3, DR4KAPA, KBJC, KFTG, KBKF ATCTsKAPA, KBJC, KLMO, KFTG, KFNL, KGXY, KBKF
DEN EEONS SIDDEN EMMYS SIDDEN EXTAN SIDDEN EPKEE SID
Associated Data FilesTARGETS Output PackagesRNAV Pro analysis results
Purpose
To reduce complexity of clearance delivery from satellite airports.
Study Team Recommendation
There was no Study Team recommendation for the satellite ECHOO SID.
Proposed Final Design
Design elements and benefits include:
The procedure begins with an initial departure fix at BAPME to a common route to ECHOO onthe procedure.
Restriction at ECHOO of at or below 19000 is to pass criteria. From ECHOO, the procedure splits to four exit fixes EEEONS, EMMYS, EXTAN, and EPKEE.
Denver Metroplex Design Package Satellite ECHOO SID
2
Figure 3: D&I Proposed Satellite ECHOO SID
Additional Design Considerations
None
Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01, Satellite ATCTs, and ZDV facilities internal Standard Operating Procedures
D01/Satellite ATCT and D01/ZDV Letters of Agreement
Airspace modifications not anticipated
Controller training
Automation changes
Fix pairs
Attachments
TARGETS Output Packages
RNAV Pro analysis results
Denver Metroplex Design Package Change Sheet ECHOO SID
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Project implementation date changed to 06/20/2019
Week of 09/05‐09/2016
WP ZIRKL_ and WP SHAYK_ relocated back to current NAS locations, WP ZIRKL N40° 07' 56.94" W101° 22' 17.29" and WP SHAYK N39° 32' 43.98" W101° 24' 34.30".
DEN Master Design team 2016‐09‐08.tgs
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 01/23‐27/2017
Altitude restriction of +8000 added at WP BAPME for criteria.
DEN Master Design team 2017‐01‐15.tgs
06/28/2017‐07/05/2017
Added Runway transitions for Satellite Airports for criteria
DEN Master Design team 2017‐07‐05.tgs
08/08/17 At or below FL190 added to procedure but will not be charted
unless required
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
11/1/17 Management Lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
3/6/19 Altitude at BAPME changed to at 8000
7/10/19 Enroute transition changed to WYNDM from SAWKI
Denver Metroplex Design Package Change Sheet ECHOO SID
Design Package Template Ver. 9 2
Figure 1: D&I Proposed Satellite ECHOO SID
Denver Metroplex Design Package Change Sheet ECHOO SID
Design Package Template Ver. 9 3
Figure 2: Revised Proposed Final Design ECHOO SID (terminal)
Figure 3: Revised Proposed Final Design ECHOO SID (enroute)
Denver Metroplex Design PackageDEN EPKEE SID
1
Name of Change and Airport/s Change ClassificationDEN EPKEE SID Terminal Procedure; SID
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.2.2Problem ID: I2, T1, T1a, T1b, T1c, T1d, T3,T4, T6, D22, Z18
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 7, 17, 18, 19, 61D01: DR3DEN ATCTKDEN
DEN EXTAN SIDDEN SCAGS SIDDEN SHOJO SIDDEN SOLAR SIDDEN STAKR SIDSatellite ECHOO SIDD01 Airspace Changes
Associated Data FilesTARGETS Output PackagesRNAV Pro analysis resultsHITL simulation results
Purpose
To minimize aircrew confusion of departure clearance off the runway inside DEN ATCT airspace.
The DEN EPKEE SID proposal is an up-number of the existing procedure.
MST Identified Issues:
Currently, there are 21 SIDs serving DEN: 16 RNAV and five conventional. The MST used the existingRNAV SIDs as the starting point for procedure development. Common issues were identified by theMST, facilities, and industry as described below:
1. Inefficient lateral paths2. Initial leg types do not provide the appropriate separation minima3. DEN ATCT uses a combination of RNAV off-the-ground and radar vectors4. Departure routes are in conflict with current and proposed Special Use Airspace (SUA)5. Departures are routed south or vectored north of FTG airspace6. Westbound noise issues restrict efficient procedure design7. Low conformance to the departure procedures
Denver Metroplex Design Package DEN EPKEE SID
2
Study Team Recommendation
MST common notional solution recommendations for all DEN SIDs:
1. Optimization of lateral paths to reduce flight track miles2. Segregation of RNAV SIDs from arrivals where practical3. Elimination of unused en route transition(s)4. Minimum of eight NM between all Transfer of Control Points (TCP)5. RNAV off-the-ground departure procedures6. Combination of initial RNAV legs as appropriate7. Initial altitude assignment of 10,000 feet MSL (all other altitudes are tactically assigned by ATC)8. Shortening of en route transitions for added flexibility
MST East DEN SID notional solution recommendations:
1. MST routes were shortened for track mile savings and additional efficiencies.2. A new transition was designed to avoid the proposed COUGAR Military Operations Area (MOA)
for the MST EPKEE SID and will primarily be used when the MOA is active.3. Runway 25 incorporates radar vectors for flexibility.
Figure 1: Current and MST Proposed DEN EPKEE SID (terminal)
Denver Metroplex Design Package DEN EPKEE SID
3
Figure 2: Current and MST Proposed DEN EPKEE SID SIDs (en route)
Proposed Final Design
Reference the Denver Metroplex Design and Implementation Phase Executive Summary for the
background and rationale of up-numbering the DEN SIDs. An underscore at the end of a waypoint
denotes existing waypoint is proposed to be moved, e.g., DANDD_.
The Denver Design and Implementation Team proposed the DEN EPKEE SID up-number. The MST’s
designs did not provide de-confliction from arrivals and did not provide DEN ATCT operational flexibility;
therefore, they were not adopted as designed.
Design elements and benefits include:
The waypoint KIDNG_ was moved to serve as a single initial departure fix (IDF) for all runways
for this SID to increase DEN ATCT flexibility with restriction at or below 10000 to de-conflict
from the arrival downwinds and to align with south SIDs off runway 8.
VCTRE_ at or above 14000 restriction is to de-conflict from prop departures.
The D&I Team adopted the MST concept of two en route transitions. In warmer weather,
low performing aircraft cannot top the COUGAR military MOA/ATCAA, which is usually at or
below 29000 when active. In current day operations, the aircraft that cannot top the
COUGAR MOA/ATCAA are routed on the EXTAN SID whether that airspace is active or not.
With the proposed EPKEE SID, automation route low performing aircraft on the GAETR en
route transition until they ascend above the military airspace, at which point they could be
Denver Metroplex Design Package DEN EPKEE SID
4
manually turned on course southbound by ATC. GAETR was designed as a flyover waypoint
to prevent aircraft from cutting the turn and penetrating the military airspace. COTTN_
waypoint is for ATC manually-assigned crossing restrictions in reference to the military
airspace.
MST D053 en route transition modified to route over GAETR to route more direct based on
current flight tracks.
Figure 3: D&I Proposed DEN EPKEE SID (terminal)
Denver Metroplex Design Package DEN EPKEE SID
5
Figure 4: D&I Proposed DEN EPKEE SID (en route)
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01, DEN ATCT, and ZDV facilities internal Standard Operating Procedures
D01/DEN ATCT, D01/ZDV, and ZDV/ZKC Letters of Agreement
Airspace modifications: D01 FR (NE North Dump)
Controller training
Automation changes
Attachments
TARGETS Output Packages
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet EPKEE SID
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation date changed to 06/20/2019
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 01/23‐27/2017
WP KIDNG_ renamed KRAVN. Restriction changed to 7000/10000 for criteria.
DEN Master Design team 2017‐01‐25.tgs
Week of 08/29/17
DEN Lead Concurrence
Week of 08/29/17
D01 Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
9/28/17 WP KRAVN altitude restriction changed to 080B100 from 070B100
for protection of Satellite airspace
11/1/17 Management Lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
7/10/19 EPKEE redesigned with existing procedure in terminal airspace and new transition in enroute airspace to provide separation from
COUGAR MOA
Denver Metroplex Design Package Change Sheet EPKEE SID
Design Package Template Ver. 9 2
Figure 1. Original D&I Proposed EPKEE SID (terminal)
Denver Metroplex Design Package Change Sheet EPKEE SID
Design Package Template Ver. 9 3
Figure 2. Original D&I proposed EPKEE SID (enroute)
Figure 3: Revised Proposed Final Design EPKEE SID (terminal)
Denver Metroplex Design Package Change Sheet EPKEE SID
Design Package Template Ver. 9 4
Figure 4: Revised Proposed Final Design EPKEE SID (enroute)
Denver Metroplex Design Package DEN EXWNG (RIKKK) SID
1
Name of Change and Airport/s Change ClassificationDEN EXWNG SID Terminal Procedure; SID
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.2.1Problem ID: I2, T1, T1a, T1b, T1c, T1d, T3,T4, T6, D22
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 21/22 (combined), 34D01: DR2DEN ATCTKDEN
DEN BRYCC SIDDEN EEONS SIDDEN EMMYS SIDDEN YAMMI SIDDEN YOKES SIDDEN ZIMMR SIDSatellite MRSHH SIDSatellite BRNKO STARD01 Airspace Changes
Associated Data FilesTARGETS Output PackagesRNAV Pro analysis resultsHITL simulation results
Purpose
To minimize aircrew confusion of departure clearance off the runway inside DEN ATCT airspace.
The DEN RIKKK SID proposal is an up-number of the existing procedure.
MST Identified Issues:
Currently, there are 21 SIDs serving DEN: 16 RNAV and five conventional. The MST used the existingRNAV SIDs as the starting point for procedure development. Common issues were identified by theMST, facilities, and industry as described below:
1. Inefficient lateral paths2. Initial leg types do not provide the appropriate separation minima3. DEN ATCT uses a combination of RNAV off-the-ground and radar vectors4. Departure routes are in conflict with current and proposed Special Use Airspace (SUA)5. Departures are routed south or vectored north of FTG airspace6. Westbound noise issues restrict efficient procedure design7. Low conformance to the departure procedures
2
Denver Metroplex Design Package DEN EXWNG (RIKKK) SID
Study Team Recommendation
MST common notional solution recommendations for all DEN SIDs:
1. Optimization of lateral paths to reduce flight track miles2. Segregation of RNAV SIDs from arrivals where practical3. Elimination of unused en route transition(s)4. Minimum of eight NM between all Transfer of Control Points (TCP)5. RNAV off-the-ground departure procedures6. Combination of initial RNAV legs as appropriate7. Initial altitude assignment of 10,000 feet MSL (all other altitudes are tactically assigned by ATC)8. Shortening of en route transitions for added flexibility
MST North DEN SID notional solution recommendations:
1. MST routes were shortened for track mile savings and additional efficiencies.2. MST routes for Runway 17L were designed to avoid FTG Class D airspace.
Figure 1: Current and MST Proposed DEN RIKKK SID (terminal)
Denver Metroplex Design Package DEN EXWNG (RIKKK) SID
3
Figure 2: Current and MST Proposed DEN RIKKK SID (en route)
Proposed Final Design
Reference the Denver Metroplex Design and Implementation Phase Executive Summary for the
background and rationale of up-numbering the DEN SIDs. An underscore at the end of a waypoint
denotes existing waypoint is proposed to be moved, e.g., DANDD_.
The Denver Design and Implementation Team proposed the DEN RIKKK SID up-number. The MST’s
designs did not provide de-confliction from arrivals and did not provide DEN ATCT operational flexibility;
therefore, they were not adopted as designed.
Design elements and benefits include:
Added additional runway transitions to increase DEN ATCT flexibility.
The waypoint MUGBE_ was moved and waypoint ROYYL_ was moved and added to align with
the west and east SIDs. CAAZZ_ was moved, NKATA_ was moved and added on the RIKKK SID to
regain operational flexibility and deconflict from simultaneous runway departures.
Routing after NKATA_ and CAAZZ_ direct HAWKR to laterally deconflict from adjacent SIDs.
Added and moved current day waypoint BNITA (BNITA_) (AOA 120) to de-conflict from satellite
arrivals on the BRNKO STAR and V4, opposite direction CYS arrivals, and airspace.
At or above 17000 restriction added at RIKKK for deconfliction from arrivals inbound on V4.
MST en route transition moved from D010 to LNGWD to align with current flight tracks.
Denver Metroplex Design Package DEN EXWNG (RIKKK) SID
4
Figure 3: D&I Proposed DEN RIKKK SID (terminal)
Figure 4: D&I Proposed DEN RIKKK SID (en route)
5
Denver Metroplex Design Package DEN EXWNG (RIKKK) SID
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01, DEN ATCT, facilities internal Standard Operating Procedures
D01/DEN ATCT and D01/ZDV Letters of Agreement
Requires airspace modifications to D01 FR south dump airspace modifications (SW corner)
Controller training
Automation changes
Attachments
TARGETS Output Packages
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet EXWNG SID (RIKKK)
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
Week of 08/15‐19/2016
WP NKATA_ moved to N40° 02' 18.19" W104° 41' 34.24". WP CAAZZ_ moved to N40° 02' 13.64" W104° 41' 01.05".
DEN Master Design team 2016‐08‐17.tgs
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation date updated to 06/20/2019
Week of 09/19‐23/2016
Changed SID name from the RIKKK SID to the EXWNG SID for criteria. WP LNGWD changed to EXWNG for SID renaming. This is related to WP name changes to rename the DEN North SIDs.
DEN Master Design team 2016‐09‐22.tgs
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 01/23‐27/2017
WP ROYYL_ restriction changed to 7000/10000 for criteria. WP MUGBE_ restriction changed to 7000/10000 for criteria.
DEN Master Design team 2017‐01‐25.tgs
Week of 03/20‐24/2017
WP WAZEE name changed to WAZEE_1 and relocated to N40° 00' 54.77" W104° 57' 49.55" due to criteria.
DEN Master Design team 2017‐03‐21.tgs
08/08/2017
Rwy 25 routed over WP SOLLO for continuity. Divergence point of DDRTH/EXWNG SID relocated to WP FAARM to acquire 16 degrees. WP FAARM repositioned to 401757.72/1043645.17. WP ROYYL and MUGBE altitude restriction changed to AOB 100 at Industry request
DEN Master Design team 2017‐08‐08.tgs
08/29/17 RWY25 WP SOLLO removed for criteria issue with SOLLO on the
DDRTH SID. Route now goes HERDR direct RIKKK.
Denver Metroplex Design Package Change Sheet EXWNG SID (RIKKK)
Design Package Template Ver. 9 2
Figure 1. Original D&I Proposed DEN RIKKK SID (terminal)
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
9/28/17
WP CAAZZ/WP NKATA/WP ROYYL/WP MUGBE altitude restriction changed to 080B100 from AOB 100 for protection of Satellite
airspace
11/1/17 Management Lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
5/23/19 Block altitudes at NKATA, CAAZZ, ROYYL, MUGBE changed to at or
below 100. ROYLL moved to current location
Denver Metroplex Design Package Change Sheet EXWNG SID (RIKKK)
Design Package Template Ver. 9 3
Figure 2. Original D&I Proposed DEN RIKKK SID (enroute)
Denver Metroplex Design Package Change Sheet EXWNG SID (RIKKK)
Design Package Template Ver. 9 4
Figure 3: Revised Proposed Final Design EXWNG SID (terminal)
Denver Metroplex Design Package Change Sheet EXWNG SID (RIKKK)
Design Package Template Ver. 9 5
Figure 4: Revised Proposed Final Design EXWNG SID (enroute)
Denver Metroplex Design Package DEN HHOTH (BRYCC) SID
1
Name of Change and Airport/s Change ClassificationDEN HHOTH SID Terminal Procedure; SID
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.2.1Problem ID: I2, T1, T1a, T1b, T1c, T1d, T3,T4, T6, D22
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 31, 33, 21/22 (combined)D01: DR2DEN ATCTKDEN
DEN EEONS SIDDEN EMMYS SIDDEN MRSHH SIDDEN RIKKK SIDDEN YAMMI SIDDEN YOKES SIDDEN ZIMMR SIDSatellite BRNKO STARD01 Airspace Changes
Associated Data FilesTARGETS Output PackagesRNAV Pro analysis resultsHITL simulation results
Purpose
To minimize aircrew confusion of departure clearance off the runway inside DEN ATCT airspace.
The DEN BRYCC SID proposal is an up-number of the existing procedure.
MST Identified Issues:
Currently, there are 21 SIDs serving DEN: 16 RNAV and five conventional. The MST used the existingRNAV SIDs as the starting point for procedure development. Common issues were identified by theMST, facilities, and industry as described below:
1. Inefficient lateral paths2. Initial leg types do not provide the appropriate separation minima3. DEN ATCT uses a combination of RNAV off-the-ground and radar vectors4. Departure routes are in conflict with current and proposed Special Use Airspace (SUA)5. Departures are routed south or vectored north of FTG airspace6. Westbound noise issues restrict efficient procedure design7. Low conformance to the departure procedures
2
Denver Metroplex Design Package DEN HHOTH (BRYCC) SID
Study Team Recommendation
MST common notional solution recommendations for all DEN SIDs:
1. Optimization of lateral paths to reduce flight track miles2. Segregation of RNAV SIDs from arrivals where practical3. Elimination of unused en route transition(s)4. Minimum of eight NM between all Transfer of Control Points (TCP)5. RNAV off-the-ground departure procedures6. Combination of initial RNAV legs as appropriate7. Initial altitude assignment of 10,000 feet MSL (all other altitudes are tactically assigned by ATC)8. Shortening of en route transitions for added flexibility
MST North DEN SID notional solution recommendations:
1. MST routes were shortened for track mile savings and additional efficiencies.2. MST routes for Runway 17L were designed to avoid FTG Class D airspace.
Figure 1: Current and MST Proposed DEN BRYCC SID (terminal)
Denver Metroplex Design Package DEN HHOTH (BRYCC) SID
3
Figure 2: Current and MST Proposed DEN BRYCC SID (en route)
Proposed Final Design
Reference the Denver Metroplex Design and Implementation Phase Executive Summary for the
background and rationale of up-numbering the DEN SIDs. An underscore at the end of a waypoint
denotes existing waypoint is proposed to be moved, e.g., DANDD_.
The Denver Design and Implementation Team proposed the DEN BRYCC SID up-number. The MST’s
designs did not provide de-confliction from arrivals and did not provide DEN ATCT operational flexibility;
therefore, they were not adopted as designed.
Design elements and benefits include:
Added additional runway transitions to increase DEN ATCT flexibility.
The waypoint MUGBE_ was moved and waypoint ROYYL_ was moved and added to align with
the west and east SIDs. CAAZZ_ was moved, NKATA_ was moved and added on the BRYCC SID to
regain operational flexibility and deconflict from simultaneous runway departures.
Routing after NKATA_ and CAAZZ_ direct HAWKR to laterally deconflict from adjacent SIDs.
Added and moved current day waypoint CCLYD (CCLYD_) (AOA 130) for RWY 35L/R and 34L/R to
de-conflict from satellite arrivals on the BRNKO STAR and V4, opposite direction CYS arrivals,
and airspace.
Denver Metroplex Design Package DEN HHOTH (BRYCC) SID
4
At or above 17000 restriction added at BRYCC for deconfliction from satellite arrivals inbound on
BRNKO.
MST proposed D012 en route transition was modified to be two en route transitions with a split
point at HHOTH.
Lower performing regional jets were moved from the YOKES SID to the BRYCC SID to segregate
from higher performing aircraft to expedite climbs.
The JOBBA en route transition was created to reduce track miles incurred by lower performing
regional jets on the BRYCC SID JOBBA en route transition.
MST proposed D012 en route transition extended to SAABR and JOBBA for de-confliction from
the YOKES SID.
Figure 3: D&I Proposed DEN BRYCC SID (terminal)
Denver Metroplex Design Package DEN HHOTH (BRYCC) SID
5
Figure 4: D&I Proposed DEN BRYCC SID (en route)
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01 and DEN ATCT facilities internal Standard Operating Procedures
D01/DEN ATCT and D01/ZDV Letters of Agreement
Requires airspace modifications to D01 FR South Dump Airspace Modifications (SW corner)
Controller training
Automation changes
Attachments
TARGETS Output Packages
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet HHOTH SID (BRYCC)
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
Week of 08/15‐19/2016
WP NKATA_ moved to N40° 02' 18.19" W104° 41' 34.24". WP CAAZZ_ moved to N40° 02' 13.64" W104° 41' 01.05".
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation date updated to 06/20/2019
Week of 09/19‐23/2016
Changed SID name from the BRYCC SID to the HHOTH SID for criteria. This is related to WP name changes to rename the DEN North SIDs.
DEN Master Design team 2016‐09‐22.tgs
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 01/23‐27/2017
WP ROYYL_ restriction changed to 7000/10000 for criteria. WP MUGBE_ restriction changed to 7000/10000 for criteria.
DEN Master Design team 2017‐01‐25.tgs
Week of 03/20‐24/2017
WP WAZEE name changed to WAZEE_1 and relocated to N40° 00' 54.77" W104° 57' 49.55" for criteria.
DEN Master Design team 2017‐03‐21.tgs
08/08/2017
WP KKIMM repositioned to 401928.07/1042919.07 and WP TAGKO to 401842.87/1044357.79 for more efficient alignment and track mile reduction WP ROYYL and MUGBE altitude restriction changed to AOB 100 at Industry request
DEN Master Design team 2017‐08‐08.tgs
Week of 08/29/17
D01 Lead Concurrence
Denver Metroplex Design Package Change Sheet HHOTH SID (BRYCC)
Design Package Template Ver. 9 2
Figure 1. D&I Proposed DEN BRYCC SID (terminal)
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
9/28/17 WP CAAZZ/WP NKATA/WP ROYYL/WP MUGBE altitude restriction changed to 080B100 from AOB 100 protection of Satellite airspace
11/1/17 Management Lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
5/23/19 Block altitudes at NKATA, CAAZZ, ROYYL, MUGBE changed to at or
below 100. ROYYL moved to current location
Denver Metroplex Design Package Change Sheet HHOTH SID (BRYCC)
Design Package Template Ver. 9 3
Figure 2. D&I Proposed DEN BRYCC SID (enroute)
Denver Metroplex Design Package Change Sheet HHOTH SID (BRYCC)
Design Package Template Ver. 9 4
Figure 3: Final Proposed Design HHOTH SID (terminal)
Denver Metroplex Design Package Change Sheet HHOTH SID (BRYCC)
Design Package Template Ver. 9 5
Figure 4: Final Proposed Design HHOTH SID (enroute)
Denver Metroplex Design PackageSatellite MRSHH SID
1
Name of Change and Airport/s Change ClassificationSatellite MRSHH SID Terminal Procedure; SID
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: NAProblem ID: D5, D9
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 13, 14, 21/22 (combined), 31,33, 34D01: SR1, SR2, SR4, DR1, DR2, DR3, DR4KAPA, KBJC, KFTG, KBKF ATCTsKAPA, KBJC, KLMO, KFTG, KFNL, KGXY, KBKF
DEN BRYCC SIDDEN RIKKK SIDDEN YAMMI SIDDEN YOKES SIDZDV Airspace Changes
Associated Data FilesTARGETS Output PackagesRNAV Pro analysis results
Purpose
To reduce complexity of clearance delivery from satellite airports.
Study Team Recommendation
There was no Study Team recommendation for the satellite MRSHH SID.
Proposed Final Design
Design elements and benefits include:
The procedure begins with an initial departure fix at TIMEH to a common route to MRSHH onthe procedure.
Restriction at waypoint MRSHH of at or below 19000 is to pass criteria. From MRSHH, the procedure splits to four exit fixes YAMMI, RIKKK, BRYCC_, and YOKES. The MRSHH SID mimics the DEN SIDs from the exit fixes into en route airspace.
Denver Metroplex Design Package Satellite MRSHH SID
2
Figure 3: D&I Proposed Satellite MRSHH SID
Additional Design Considerations
None
Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01, Satellite ATCTs, and ZDV facilities internal Standard Operating Procedures
D01/Satellite ATCT and D01/ZDV Letters of Agreement
Requires airspace modifications to ZDV Sector 13/14
Controller training
Automation changes
Fix pairs
Attachments
TARGETS Output Packages
RNAV Pro analysis results
Denver Metroplex Design Package Change Sheet MRSHH SID
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Project implementation date changed to 06/20/2019
Week of 09/19‐23/2016
WP’s LNGWD and EXWNG exchanged positions for SID naming purposes. WP SMITN changed to OPPEE and relocated to N41° 27' 33.07" W106° 14' 42.09" to tie into proposed Q route. WP name changes all associated with renaming of the DEN North SIDs. DEN North SIDs now named DDRTH, EXWNG, HHOTH, and CHUWY.
DEN Master Design team 2016‐09‐22.tgs
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 01/23‐27/2017
Restriction at MRSHH changed to 8000/19000 due to criteria. WP KRTMN N40° 12' 09.84" W104° 46' 41.95" replaced TIMEH. WP TIMEH relocated to route at N40° 39' 18.37" W104° 57' 11.55".
DEN Master Design team 2017‐01‐25.tgs
Week of 03/20‐24/2017
Restriction at WP KRTMN changed to +8000. WP MRSHH restriction changed to ‐19000.
DEN Master Design team 2017‐03‐21.tgs
08/08/2017 At or below FL190 added but will not be charted unless required
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
11/1/17 Management Lead changed to Mark Phipps
Denver Metroplex Design Package Change Sheet MRSHH SID
Design Package Template Ver. 9 2
Figure 1. Original D&I Proposed MRSHH SID
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
3/6/19 Altitude at KRTMN changed to at 8000
09/10/19 At or below FL190 at MRSHH removed
Denver Metroplex Design Package Change Sheet MRSHH SID
Design Package Template Ver. 9 3
Figure 2: Revised Proposed Final Design MRSHH SID (terminal)
Denver Metroplex Design Package Change Sheet MRSHH SID
Design Package Template Ver. 9 4
Figure 3: Revised Proposed Final Design MRSHH SID (enroute)
Denver Metroplex Design PackageDEN ROCKIES SID (up-number)
1
Name of Change and Airport/s Change ClassificationDEN ROCKIES SID (up-number) Terminal Procedure; SID
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: NAProblem ID: NA
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV: 5, 6D01: DR1DEN ATCTKDEN
DEN ZIMMR SIDSatellite WNGSS SID
Associated Data FilesTARGETS Output PackagesHITL simulation results
Purpose
The location change of the fix ZIMMR on the ROCKIES SID is required due to relocation of thiscodependent fix on the proposed ZIMMR SID.
Study Team Recommendation
There was no Study Team recommendation for the conventional DEN ROCKIES SID.
Denver Metroplex Design Package DEN ROCKIES SID (up-number)
2
Figure 1: Current DEN ROCKIES SID
Denver Metroplex Design Package DEN ROCKIES SID (up-number)
3
Figure 2: Current DEN ROCKIES SID
Denver Metroplex Design Package DEN ROCKIES SID (up-number)
4
Proposed Final Design
ZIMMR_ fix moved to accommodate the ZIMMR SID.
Design elements and benefits include:
To reflect a co-dependent fix, ZIMMR, change between the ROCKIES SID and the ZIMMR SID
Figure 3: D&I Proposed DEN ROCKIES SID up-number
Denver Metroplex Design Package DEN ROCKIES SID (up-number)
5
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01, DEN ATCT, facilities internal Standard Operating Procedures
D01/DEN ATCT and D01/ZDV Letters of Agreement
Airspace modifications not anticipated
Controller training
Automation changes
Attachments
TARGETS Output Packages
HITL simulation results
Denver Metroplex Design Package Change Sheet ROCKIES SID
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation Dated Updated to 06/20/2019
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 08/29/17
ZDV Lead Concurrence
11/1/17 Management Lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
Denver Metroplex Design Package DEN SABTH (SHOJO) SID
1
Name of Change and Airports/s Change ClassificationDEN SABTH SID Terminal Procedure; SID
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.2.3Problem ID: I2, T1, T1a, T1b, T1c, T1d, T3, T4,T6, D22
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 41, 29, 30, 46D01: DR4DEN ATCTKDEN
DEN BAYLR SIDDEN EPKEE SIDDEN EXTAN SIDDEN SCAGS SIDDEN SOLAR SIDDEN STAKR SIDSatellite SKYEE SIDD01 Airspace Change
Associated Data FilesTARGETS Output PackagesRNAV Pro analysis resultsHITL simulation results
Purpose
To minimize aircrew confusion of departure clearance off the runway inside DEN ATCT airspace and tosplit the SPAZZ SID into two separate SIDs. The JOPLN and TBE en route transitions of the SPAZZ SIDwere made as the proposed SHOJO SID.
The DEN SHOJO SID proposal is an up-number of the existing procedure.
MST Identified Issues:
Currently, there are 21 SIDs serving DEN: 16 RNAV and five conventional. The MST used the existingRNAV SIDs as the starting point for procedure development. Common issues were identified by theMST, facilities, and industry as described below:
1. Inefficient lateral paths2. Initial leg types do not provide the appropriate separation minima3. DEN ATCT uses a combination of RNAV off-the-ground and radar vectors4. Departure routes are in conflict with current and proposed Special Use Airspace (SUA)5. Departures are routed south or vectored north of FTG airspace6. Westbound noise issues restrict efficient procedure design7. Low conformance to the departure procedures
2
Denver Metroplex Design Package DEN SABTH (SHOJO) SID
Study Team Recommendation
MST common notional solution recommendations for all DEN SIDs:
1. Optimization of lateral paths to reduce flight track miles2. Segregation of RNAV SIDs from arrivals where practical3. Elimination of unused en route transition(s)4. Minimum of eight NM between all Transfer of Control Points (TCP)5. RNAV off-the-ground departure procedures6. Combination of initial RNAV legs as appropriate7. Initial altitude assignment of 10,000 feet MSL (all other altitudes are tactically assigned by ATC)8. Shortening of en route transitions for added flexibility
MST South DEN SID notional solution recommendations:
1. MST routes were shortened for track mile savings and additional efficiencies.2. Current SPAZZ SID was split into two procedures (SPAZZ_E and SPAZZ_W) which created an
additional departure gate for increased flexibility and efficiencies.3. SPAZZ_E and SPAZZ_W SIDs will avoid R2601.4. SPAZZ_E SID avoids TWO BUTTES MOA.5. Enroute transition added to the SHOJO SID for ski airports.
Figure 1: Current and MST Proposed DEN SPAZZ-E SID
Denver Metroplex Design Package DEN SABTH (SHOJO) SID
3
Figure 2: Current and MST Proposed DEN SPAZZ-E SID
Proposed Final Design
Reference the Denver Metroplex Design and Implementation Phase Executive Summary for the
background and rationale of up-numbering the DEN SIDs. An underscore at the end of a waypoint
denotes existing waypoint is proposed to be moved, e.g., DANDD_.
The Denver Design and Implementation Team proposed the DEN SHOJO SID. The MST’s designs did not
provide de-confliction from arrivals and did not provide DEN ATCT operational flexibility; therefore, they
were not adopted as designed.
Design elements and benefits include:
Adopted MST recommendation of splitting the SPAZZ SID into two separate SIDs, which aids
operational flexibility and sequencing.
Added additional runway transitions to increase DEN ATCT flexibility. The waypoints BRKEM_
and KDING_ were moved to align with the east and west SIDs. BOGEI_ was added and moved
and RAYDR was moved on the SHOJO SID to regain operational flexibility and de-conflict
simultaneous runway departures.
Restrictions on the leg from CIROS to ICECI de-conflict departures from the SSKII and TBARR
STARs landing north.
Denver Metroplex Design Package DEN SABTH (SHOJO) SID
4
Restrictions on the leg from FIGTR to PACMN de-conflict departures from the CLASH and NIIXX
STARs landing north.
JSMNN waypoint at or above 17000 de-conflicts from COS airspace.
SABTH replaces TBE to laterally de-conflict from TWO BUTTES military special use airspace.
SABTH and CROWZ were created to replace PUB and TBE VORs to reduce reliance on ground-
based NAVAIDs.
Figure 3: D&I Proposed DEN SHOJO SID (terminal)
Denver Metroplex Design Package DEN SABTH (SHOJO) SID
5
Figure 4: D&I Proposed DEN SHOJO SID (en route)
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01 and DEN ATCT facilities internal Standard Operating Procedures
D01/DEN ATCT and D01/ZDV Letters of Agreement
Requires airspace modifications to D01 FR airspace north dump
Controller training
Automation changes
Attachments
TARGETS Output Packages
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet SABTH SID (SHOJO)
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation date updated to 06/20/2019
Week of 09/05‐09/2016
WP RAYDR_ moved to N39° 38' 44.03" W104° 38' 38.33". WP BOGEI moved to N39° 38' 43.97" W104° 39' 45.85".
DEN Master Design team 2016‐09‐08.tgs
Week of 09/19‐23/2016
Changed SID name from the SHOJO SID to the SABTH SID for criteria. WP’s CROWS and SABTH swapped locations for SID renaming. This is related to WP name changes to rename the DEN South SIDs.
DEN Master Design team 2016‐09‐22.tgs
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 01/23‐27/2017
WP KIDNG_ renamed KRAVN. WP BRKEM_ restriction changed to 7000/10000 for criteria.
DEN Master Design team 2017‐01‐25.tgs
Week of 03/20‐24/2017
WP CROWZ renamed VRONI and moved, N37° 16' 52.72" W103° 31' 10.19".
DEN Master Design team 2017‐03‐21.tgs
08/08/2017
SHOJO altitude restriction of AOA 170 added for criteria WP BRKEM restriction changed to AOB 10000 at Industry request and criteria for RNAV SID
DEN Master Design Team 2017‐08‐08.tgs
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
Denver Metroplex Design Package Change Sheet SABTH SID (SHOJO)
Design Package Template Ver. 9 2
Figure 1. Original D&I Proposed DEN SHOJO SID (terminal)
9/28/17 WP RAYDR/WP BOGEI/WP BRKEM/WP KRAVN altitude restriction changed to 080B100 from AOB 100 protection of Satellite airspace
11/1/17 Management lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
5/23/19 Block altitudes at BOGEI, RAYDR, BRKEM, KIDNG changed to at or
below 100. WP KRAVN changed to existing KIDNG
Denver Metroplex Design Package Change Sheet SABTH SID (SHOJO)
Design Package Template Ver. 9 3
Figure 2. Original D&I Proposed DEN SHOJO SID (enroute)
Denver Metroplex Design Package Change Sheet SABTH SID (SHOJO)
Design Package Template Ver. 9 4
Figure 3: Revised Proposed Final Design SABTH SID (terminal)
Denver Metroplex Design Package Change Sheet SABTH SID (SHOJO)
Design Package Template Ver. 9 5
Figure 4: Revised Proposed Final Design SABTH SID (enroute)
Denver Metroplex Design PackageSatellite SKYEE SID
1
Name of Change and Airport/s Change ClassificationSatellite SKYEE SID Terminal Procedure; SID
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: NAProblem ID: D5, D9
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 41, 29, 30, 46D01: SR1, SR2, SR4, DR1, DR2, DR3, DR4KAPA, KBJC, KFTG, KBKF ATCTsKAPA, KBJC, KLMO, KFTG, KFNL, KGXY, KBKF
DEN SCAGS SIDDEN SHOJO SIDDEN SOLAR SIDDEN STAKR SID
Associated Data FilesTARGETS Output PackagesRNAV Pro analysis results
Purpose
To reduce complexity of clearance delivery from satellite airports.
Study Team Recommendation
There was no Study Team recommendation for the satellite SKYEE SID.
Proposed Final Design
Design elements and benefits include:
The procedure begins with an initial departure fix at SATLE to a common route to SKYEE on theprocedure.
Restriction at waypoint SKYEE of at or below 19000 is to pass criteria. From SKYEE, the procedure splits to four exit fixes SOLAR, SCAGS, SHOJO, and STAKR_. The SKYEE SID mimics the DEN SIDs from the exit fixes into en route airspace, except for the
RAITT en route transition (ATC assigned only). At or above 23000 restriction at FRNKE is to top AIRBURST MOA/ATCAA.
Denver Metroplex Design Package Satellite SKYEE SID
2
Figure 3: D&I Proposed Satellite SKYEE SID (terminal)
Additional Design Considerations
None
Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01, Satellite ATCTs, and ZDV facilities internal Standard Operating Procedures
D01/Satellite ATCTs and D01/ZDV Letters of Agreement
Airspace modifications not anticipated
Controller training
Automation changes
Fix pairs
Attachments
TARGETS Output Packages
RNAV Pro analysis results
Denver Metroplex Design Package Change Sheet SKYEE SID
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Project implementation date changed to 06/20/2019
Week of 09/19‐23/2016
WP’s SABTH and CROWZ names exchanged due to the use of SABTH as a DEN SID name. WP’s AZARO changed to SUDDZ, YOUTU changed to AZARO, PYPER changed to SLEEK and HERLY changed to SMMUR. WP name changes all associated with renaming of the DEN South SIDs. DEN South SIDs now named SABTH, SLEEK, SUDDZ, and SUMMR.
DEN Master Design team 2016‐09‐22.tgs
Week of 11/21‐25/2016
WP PYPER renamed SLEEK due to renaming of DEN South SIDs.
DEN Master Design team 2016‐11‐21.tgs
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 01/23‐27/2017
WP SATLE restriction added of +8000 for criteria.
DEN Master Design team 2017‐01‐25.tgs
Week of 03/20‐24/2017
WP CROWZ renamed VRONI and moved, N37° 16' 52.72" W103° 31' 10.19".
DEN Master Design team 2017‐03‐21.tgs
08/08/17 At or below FL190 added to procedure but will not be charted
unless required
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
11/1/17 Management Lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
Denver Metroplex Design Package Change Sheet SKYEE SID
Design Package Template Ver. 9 2
Figure 1. Original D&I Proposed DEN SKYEE SID
2/26/19 Management Lead Changed to John Connolly
3/6/19 Altitude at SATLE changed to at 8000
7/10/19 RAITT floating waypoint added at ZDV request
09/10/19 Altitude restriction at or above 142 added at SOLAR and SCAGS for terrain. At or below FL190 removed from SKYEE. At or above 170
added at SMMUR for DME/DME coverage criteria
Denver Metroplex Design Package Change Sheet SKYEE SID
Design Package Template Ver. 9 3
Figure 2: Revised Proposed Final Design SKYEE SID (terminal)
Denver Metroplex Design Package Change Sheet SKYEE SID
Design Package Template Ver. 9 4
Figure 3: Revised Proposed Final Design SKYEE SID (enroute)
Denver Metroplex Design Package DEN SLEEK (STAKR) SID
1
Name of Change and Airports/s Change ClassificationDEN SLEEK SID Terminal Procedure; SID
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.2.3Problem ID: I2, T1, T1a, T1b, T1c, T1d, T3, T4,T6, D22
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 41, 29, 30, 46D01: DR4DEN ATCTKDEN
DEN BAYLR SIDDEN EPKEE SIDDEN EXTAN SIDDEN SCAGS SIDDEN SHOJO SIDDEN SOLAR SIDSatellite SKYEE SIDD01 Airspace Changes
Associated Data FilesTARGETS Output PackagesRNAV Pro analysis resultsHITL simulation results
Purpose
To minimize aircrew confusion of departure clearance off the runway inside DEN ATCT airspace.
The DEN STAKR SID proposal is an up-number of the existing procedure.
MST Identified Issues:
Currently, there are 21 SIDs serving DEN: 16 RNAV and five conventional. The MST used the existingRNAV SIDs as the starting point for procedure development. Common issues were identified by theMST, facilities, and industry as described below:
1. Inefficient lateral paths2. Initial leg types do not provide the appropriate separation minima3. DEN ATCT uses a combination of RNAV off-the-ground and radar vectors4. Departure routes are in conflict with current and proposed Special Use Airspace (SUA)5. Departures are routed south or vectored north of FTG airspace6. Westbound noise issues restrict efficient procedure design7. Low conformance to the departure procedures
2
Denver Metroplex Design Package DEN SLEEK (STAKR) SID
Study Team Recommendation
MST common notional solution recommendations for all DEN SIDs:
1. Optimization of lateral paths to reduce flight track miles2. Segregation of RNAV SIDs from arrivals where practical3. Elimination of unused en route transition(s)4. Minimum of eight NM between all Transfer of Control Points (TCP)5. RNAV off-the-ground departure procedures6. Combination of initial RNAV legs as appropriate7. Initial altitude assignment of 10,000 feet MSL (all other altitudes are tactically assigned by ATC)8. Shortening of en route transitions for added flexibility
MST South DEN SID notional solution recommendation: MST routes were shortened for track mile savings and additional efficiencies.
Figure 1: Current and MST Proposed DEN STAKR SID (terminal)
Denver Metroplex Design Package DEN SLEEK (STAKR) SID
3
Figure 2: Current and MST Proposed DEN STAKR SID (en route)
Proposed Final Design
Reference the Denver Metroplex Design and Implementation Phase Executive Summary for the
background and rationale of up-numbering the DEN SIDs. An underscore at the end of a waypoint
denotes existing waypoint is proposed to be moved, e.g., DANDD_.
The Denver Design and Implementation Team proposed the DEN STAKR SID up-number. The MST’s
designs did not provide de-confliction from arrivals and did not provide DEN ATCT operational flexibility;
therefore, they were not adopted as designed.
Design elements and benefits include:
Added additional runway transitions to increase DEN ATCT flexibility. The waypoints BRKEM_
and KDING_ were moved to align with the east and west SIDs. BOGEI_ was added and moved
and RAYDR was moved on the SHOJO SID to regain operational flexibility and deconflict from
simultaneous runway departures.
Restrictions on the leg from CIROS to WEPON de-conflict departures from the SSKII and TBARR
STARs landing north.
Restrictions on the leg from FIGTR to SEGAH de-conflict departures from the CLASH and NIIXX
STARs landing north.
BCORP_ waypoint at or above 17000 de-conflicts from COS airspace.
Denver Metroplex Design Package DEN SLEEK (STAKR) SID
4
STAKR waypoint moved west to remain clear of the southeast arrival corridor.
Figure 3: D&I Proposed DEN STAKR SID (terminal)
Figure 4: D&I Proposed DEN STAKR SID (en route)
Denver Metroplex Design Package DEN STAKR SID
5
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01, DEN ATCT, and ZDV Area 3 facilities internal Standard OperatingProcedures
D01/DEN ATCT and D01/ZDV Letters of Agreement
Requires airspace modifications to D01 FR airspace north dump
Controller training
Automation changes
Attachments
TARGETS Output Packages
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet SLEEK SID (STAKR)
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation date updated to 06/20/2019
Week of 09/05‐09/2016
WP RAYDR_ moved to N39° 38' 44.03" W104° 38' 38.33". WP BOGEI moved to N39° 38' 43.97" W104° 39' 45.85".
DEN Master Design team 2016‐09‐08.tgs
Week of 09/19‐23/2016
WP YOUTU name changed to AZARO.
DEN Master Design team 2016‐09‐22.tgs
Week of 11/21‐25/2016
Changed name from the STAKR SID to the SLEEK SID for criteria. WP PYPER changed to SLEEK for SID renaming. This is related to WP name changes to rename the DEN South SIDs.
DEN Master Design team 2016‐11‐21.tgs
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 01/23‐27/2017
WP KIDNG_ renamed KRAVN. WP BRKEM_ restriction changed to 7000/10000 for criteria. BRKEM_ relocated to N39° 46' 32.24" W104° 54' 13.25" to avoid zoo and Capitol.
DEN Master Design team 2017‐01‐25.tgs
08/08/2017
STAKR altitude restriction of AOA 170 added for criteria WP BRKEM restriction changed to AOB 10000 at Industry request and criteria for RNAV SID
DEN Master Design Team 2017‐08‐08.tgs
Week of 08/29/17
D01 Lead Concurrence
Denver Metroplex Design Package Change Sheet SLEEK SID (STAKR)
Design Package Template Ver. 9 2
Figure 1. Original D&I Proposed DEN STAKR SID (terminal)
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
9/28/17 WP RAYDR/WP BOGEI/WP BRKEM/WP KRAVN altitude restriction changed to 080B100 from AOB 100 protection of Satellite airspace
11/1/17 Management lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
5/23/19 Block altitudes at BOGEI, RAYDR, BRKEM, KIDNG changed to at or
below 100. WP KRAVN changed to existing KIDNG
Denver Metroplex Design Package Change Sheet SLEEK SID (STAKR)
Design Package Template Ver. 9 3
Figure 2. Original D&I Proposed DEN STAKR SID (enroute)
Denver Metroplex Design Package Change Sheet SLEEK SID (STAKR)
Design Package Template Ver. 9 4
Figure 3: Revised Proposed Final Design SLEEK SID (terminal)
Denver Metroplex Design Package Change Sheet SLEEK SID (STAKR)
Design Package Template Ver. 9 5
Figure 4: Revised Proposed Final Design SLEEK SID (enroute)
Denver Metroplex Design Package DEN SMMUR (SOLAR) SID
1
Name of Change and Airports/s Change ClassificationDEN SMMUR SID Terminal Procedure; SID
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.2.3Problem ID: I2, T1, T1a, T1b, T1c, T1d, T3, T4,T6, D22, Z32
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 41, 29, 30, 46D01: DR4, FRDEN ATCTKDEN
DEN BAYLR SIDDEN EPKEE SIDDEN EXTAN SIDDEN SCAGS SIDDEN SHOJO SIDDEN STAKR SIDSatellite SKYEE SIDD01 Airspace Changes
Associated Data FilesTARGETS Output PackagesRNAV Pro analysis resultsHITL simulation results
Purpose
To minimize aircrew confusion of departure clearance off the runway inside DEN ATCT airspace.
The DEN SOLAR SID proposal is an up-number of the existing procedure.
MST Identified Issues:
Currently, there are 21 SIDs serving DEN: 16 RNAV and five conventional. The MST used the existingRNAV SIDs as the starting point for procedure development. Common issues were identified by theMST, facilities, and industry as described below:
1. Inefficient lateral paths2. Initial leg types do not provide the appropriate separation minima3. DEN ATCT uses a combination of RNAV off-the-ground and radar vectors4. Departure routes are in conflict with current and proposed Special Use Airspace (SUA)5. Departures are routed south or vectored north of FTG airspace6. Westbound noise issues restrict efficient procedure design7. Low conformance to the departure procedures
2
Denver Metroplex Design Package DEN SMMUR (SOLAR) SID
Study Team Recommendation
MST common notional solution recommendations for all DEN SIDs:
1. Optimization of lateral paths to reduce flight track miles2. Segregation of RNAV SIDs from arrivals where practical3. Elimination of unused en route transition(s)4. Minimum of eight NM between all Transfer of Control Points (TCP)5. RNAV off-the-ground departure procedures6. Combination of initial RNAV legs as appropriate7. Initial altitude assignment of 10,000 feet MSL (all other altitudes are tactically assigned by ATC)8. Shortening of en route transitions for added flexibility
MST notional solution recommendations for DEN SOLAR SID:
1. MST routes were shortened for track mile savings and additional efficiencies.2. Enroute transition added to the SOLAR SID for ski airports.
Figure 1: Current and MST Proposed DEN SOLAR SID (terminal)
Denver Metroplex Design Package DEN SMMUR (SOLAR) SID
3
Figure 2: Current and MST Proposed DEN SOLAR SID (en route)
Proposed Final Design
Reference the Denver Metroplex Design and Implementation Phase Executive Summary for the
background and rationale of up-numbering the DEN SIDs. An underscore at the end of a waypoint
denotes existing waypoint is proposed to be moved, e.g., DANDD_.
The Denver Design and Implementation Team proposed the DEN SOLAR SID up-number. The MST’s
designs did not provide de-confliction from arrivals and did not provide DEN ATCT operational flexibility;
therefore, they were not adopted as designed.
Design elements and benefits include:
Added additional runway transitions to increase DEN ATCT flexibility. The waypoints BRKEM_
and KDING_ were moved to align with the east and west SIDs. BOGEI_ was added and moved
and RAYDR was moved on the SHOJO SID to regain operational flexibility and de-conflict from
simultaneous runway departures.
Routing after RAYDR_ and BOGEI_ are direct to SOLAR to reduce track miles.
Restrictions on the leg from CIROS to RKYMT de-conflict departures from the SSKII and TBARR
STARs landing north.
Restrictions on the leg from FIGTR to WEPON de-conflict departures from the CLASH and NIIXX
STARs landing north.
Denver Metroplex Design Package DEN SMMUR (SOLAR) SID
4
BWOHH_ waypoint at or above 17000 de-conflicts from COS airspace.
The en route transition from HERLY to RAITT was adopted from the MST recommendation and is
ATC assigned only for south gate swaps and/or ski country airports.
Figure 3: D&I Proposed DEN SOLAR SID (terminal)
Denver Metroplex Design Package DEN SMMUR (SOLAR) SID
5
Figure 4: D&I Proposed DEN SOLAR SID (en route)
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01 and DEN ATCT facilities internal Standard Operating Procedures
D01/DEN ATCT and D01/ZDV Letters of Agreement
Requires airspace modifications to D01 FR airspace (NE, NW corners)
Controller training
Automation changes
Attachments
TARGETS Output Packages
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet SMMUR SID (SOLAR)
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation Date updated to 06/20/2019
Week of 09/19‐23/2016
Changed SID name from the SOLAR SID to the SMMUR SID for criteria. WP SUMMR added to the common route at N38° 26' 13.90" W105° 30' 54.35" for SID renaming. This is related to WP name changes to rename the DEN South SIDs.
DEN Master Design team 2016‐09‐22.tgs
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 01/23‐27/2017
WP KIDNG_ renamed KRAVN. WP BRKEM_ restriction changed to 7000/10000 for criteria.
DEN Master Design team 2017‐01‐25.tgs
08/08/2017
WP SOLAR altitude restriction of AOA 170 added for criteria WP BRKEM_ restriction changed to AOB 10000 at industry request
and criteria for RNAV SID
DEN Master Design Team 2017‐08‐08.tgs
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
9/28/17 WP RAYDR/WP BOGEI/WP BRKEM/WP KRAVN altitude restriction changed to 080B100 from AOB 100 protection of Satellite airspace
11/1/17 Management Lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
Denver Metroplex Design Package Change Sheet SMMUR SID (SOLAR)
Design Package Template Ver. 9 2
Figure 1. Original D&I Proposed DEN SOLAR SID (terminal)
5/23/19 Block altitudes at BOGEI, RAYDR, BRKEM, KIDNG changed to at or
below 100. WP KRAVN changed to existing KIDNG
7/10/19 BWOHH WP removed, altitude restrictions at or above 100 added at BOGEI, BRKEM and RAYDR for satellite airspace separation
Denver Metroplex Design Package Change Sheet SMMUR SID (SOLAR)
Design Package Template Ver. 9 3
Figure 2: Original D&I Proposed DEN SOLAR SID (enroute)
Figure 3: Revised Proposed Final Design SMMUR SID (terminal)
Denver Metroplex Design Package Change Sheet SMMUR SID (SOLAR)
Design Package Template Ver. 9 4
Figure 4: Revised Proposed Final Design SMMUR SID (enroute)
Denver Metroplex Design Package DEN SUDDZ (SCAGS) SID
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Name of Change and Airports/s Change ClassificationDEN SUDDZ SID Terminal Procedure; SID
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.2.3Problem ID: I2, T1, T1a, T1b, T1c, T1d, T3, T4,T6, D22
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 41, 29, 30, 46D01: DR4DEN ATCTKDEN
DEN BAYLR SIDDEN EPKEE SIDDEN EXTAN SIDDEN SHOJO SIDDEN SOLAR SIDDEN STAKR SIDSatellite SKYEE SIDD01 Airspace Changes
Associated Data FilesTARGETS Output PackagesRNAV Pro analysis resultsHITL simulation results
Purpose
To minimize aircrew confusion of departure clearance off the runway inside DEN ATCT airspace and tosplit the SPAZZ SID into two separate SIDs. The SCAGS SID is the current SPAZZ SID ZAPAA en routetransition.
MST Identified Issues:
Currently, there are 21 SIDs serving DEN: 16 RNAV and five conventional. The MST used the existingRNAV SIDs as the starting point for procedure development. Common issues were identified by theMST, facilities, and industry as described below:
1. Inefficient lateral paths2. Initial leg types do not provide the appropriate separation minima3. DEN ATCT uses a combination of RNAV off-the-ground and radar vectors4. Departure routes are in conflict with current and proposed Special Use Airspace (SUA)5. Departures are routed south or vectored north of FTG airspace6. Westbound noise issues restrict efficient procedure design7. Low conformance to the departure procedures
2
Denver Metroplex Design Package DEN SUDDZ (SCAGS) SID
Study Team Recommendation
MST common notional solution recommendations for all DEN SIDs:
1. Optimization of lateral paths to reduce flight track miles2. Segregation of RNAV SIDs from arrivals where practical3. Elimination of unused en route transition(s)4. Minimum of eight NM between all Transfer of Control Points (TCP)5. RNAV off-the-ground departure procedures6. Combination of initial RNAV legs as appropriate7. Initial altitude assignment of 10,000 feet MSL (all other altitudes are tactically assigned by ATC)8. Shortening of en route transitions for added flexibility
MST South DEN SID notional solution recommendations:
1. MST routes were shortened for track mile savings and additional efficiencies.2. Current SPAZZ SID was split into two procedures (SPAZZ_E and SPAZZ_W) which created an
additional departure gate for increased flexibility and efficiencies.3. SPAZZ_E and SPAZZ_W SIDs will avoid R2601.4. SPAZZ_E SID avoids TWO BUTTES MOA.
Figure 1: Current SPAZZ SID and MST Proposed DEN SPAZZ-W SID (terminal)
Denver Metroplex Design Package DEN SUDDZ (SCAGS) SID
3
Figure 2: Current SPAZZ SID and MST Proposed DEN SPAZZ-W SID (en route)
Proposed Final Design
Reference the Denver Metroplex Design and Implementation Phase Executive Summary for the
background of the proposed DEN SIDs. An underscore at the end of a waypoint denotes existing
waypoint is proposed to be moved, e.g., DANDD_.
The Denver Design and Implementation Team proposed the DEN SCAGS SID. The MST’s designs did not
provide de-confliction from arrivals and did not provide DEN ATCT operational flexibility; therefore, they
were not adopted as designed.
Design elements and benefits include:
Adopted MST recommendation of splitting the SPAZZ SID into two separate SIDs, which aids
operational flexibility and sequencing.
Added additional runway transitions to increase DEN ATCT flexibility. The waypoints BRKEM_
and KDING_ were moved to align with the east and west SIDs. BOGEI_ was added and moved
and RAYDR was moved on the SCAGS SID to regain operational flexibility and de-conflict
simultaneous runway departures.
Restrictions on the leg from CIROS to RKYMT de-conflict departures from the SSKII and TBARR
STARs landing north.
Denver Metroplex Design Package DEN SUDDZ (SCAGS) SID
4
Restrictions on the leg from FIGTR to WZZRD de-conflict departures from the CLASH and NIIXX
STARs landing north.
CONRD waypoint at or above 17000 de-conflicts from COS airspace.
FRNKE_ at or above 23000 restriction is used for de-confliction from the AIRBURST special use
airspace.
Figure 3: D&I Proposed DEN SCAGS SID (terminal)
Denver Metroplex Design Package DEN SUDDZ (SCAGS) SID
5
Figure 4: D&I Proposed DEN SCAGS SID (en route)
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01 and DEN ATCT facilities internal Standard Operating Procedures
D01/DEN ATCT and D01/ZDV Letters of Agreement
Requires airspace modifications to D01 FR airspace (NE, NW corners)
Controller training
Automation changes
Attachments
TARGETS Output Packages
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet SUDDZ SID (SCAGS)
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation Date updated to 06/20/2019
Week of 09/05‐09/2016
WP RAYDR_ moved to N39° 38' 44.03" W104° 38' 38.33". WP BOGEI moved to N39° 38' 43.97" W104° 39' 45.85".
DEN Master Design team 2016‐09‐08.tgs
Week of 09/19‐23/2016
Changed SID name from the SCAGS SID to the SUDDZ SID for criteria. WP AZARO renamed SUDDZ for SID renaming. This is related to WP name changes to rename the DEN South SIDs.
DEN Master Design team 2016‐09‐22.tgs
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 01/23‐27/2017
WP KIDNG_ renamed KRAVN. WP BRKEM_ restriction changed to 7000/10000 for criteria.
DEN Master Design team 2017‐01‐25.tgs
Week of 03/20‐24/2017
WP WZZRD renamed WZZRD_ due to usage elsewhere in NAS.
DEN Master Design team 2017‐03‐21.tgs
06/28/2017‐07/05/2017
SCAGS altitude restriction of AOA 170 added for criteria
DEN Master Design Team 2017‐07‐05.tgs
07/20/2017 WP WZZRD_ renamed WP HANGR
8/8/17
WP SCAGS altitude restriction of AOA 170 added for criteria WP BRKEM restriction changed to AOB 10000 at Industry request and criteria for RNAV SID DEN Master Design Team 2017‐08‐08.tgs
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Denver Metroplex Design Package Change Sheet SUDDZ SID (SCAGS)
Design Package Template Ver. 9 2
Figure 1. Original D&I Proposed DEN SCAGS SID (terminal)
Week of 8/29/17
ZDV Lead Concurrence
9/28/17 WP RAYDR/WP BOGEI/WP BRKEM/WP KRAVN altitude restriction changed to 080B100 from AOB 100 protection of Satellite airspace
11/1/17 Management lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
5/23/19 Block altitudes at BOGEI, RAYDR, BRKEM, KIDNG changed to at or
below 100. WP KRAVN changed to existing KIDNG
7/10/19 RAYDR, BOGEI, BRKEM altitude restrictions changed to at or above
100 for satellite airspace protection. BWOHH WP removed.
Denver Metroplex Design Package Change Sheet SUDDZ SID (SCAGS)
Design Package Template Ver. 9 3
Figure 2. Original D&I Proposed DEN SCAGS SID (enroute)
Denver Metroplex Design Package Change Sheet SUDDZ SID (SCAGS)
Design Package Template Ver. 9 4
Figure 3: Revised Proposed Final Design SUDDZ SID (terminal)
Denver Metroplex Design PackageSatellite WNGSS SID
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Name of Change and Airport/s Change ClassificationSatellite WNGSS SID Terminal Procedure; SID
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.4Problem ID: D5, D8, D9, D11
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 4, 5, 6D01: SR1, SR2, SR4, DR1, DR2, DR3, DR4KAPA, KBJC, KFTG, KBKF ATCTsKAPA, KBJC, KLMO, KFTG, KFNL, KGXY, KBKF
DEN BAYLR SIDDEN CONNR SIDDEN COORZ SIDDEN ZIMMR SID
Associated Data FilesTARGETS Output PackagesRNAV Pro analysis results
Purpose
To reduce complexity of clearance delivery from satellite airports.
Study Team Recommendation
There was no Study Team recommendation for the satellite WNGSS SID.
Proposed Final Design
Design elements and benefits include:
The procedure begins with an initial departure fix at BUMPZ to a common route to WNGSS onthe procedure.
Restriction at waypoint WNGSS of at or below 19000 is to pass criteria. From WNGSS, the procedure splits to four exit fixes ZIMMR_, COORZ, CONNR_, and BAYLR. The WNGSS SID mimics the DEN SIDs from the exit fixes into en route airspace.
Denver Metroplex Design Package Satellite WNGSS SID
2
Figure 1: D&I Proposed Satellite WNGSS SID (terminal)
Additional Design Considerations
None
Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01, Satellite ATCTs, and ZDV facilities internal Standard Operating Procedures
D01/Satellite ATCTs and D01/ZDV Letters of Agreement
Airspace modifications not anticipated
Controller training
Automation changes
Fix pairs
Attachments
TARGETS Output Packages
RNAV Pro analysis results
Denver Metroplex Design Package Change Sheet WNGSS SID
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Project implementation date updated to 06/20/2019
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 01/23‐27/2017
WP BUMPZ relocated to N39° 53' 55.97" W105° 07' 13.61". WP BUMPZ restriction added of +8000 for criteria. WP WNGSS moved to N39° 47' 40.26" W105° 20' 27.38". En route transition added of HBU‐BOBBA‐BAYLR‐WNGSS for low altitude aircraft. HBU located at N38° 27' 07.62" W107° 02' 22.97".
DEN Master Design team 2017‐01‐25.tgs
06/28/2017‐07/05/2017
Added Runway transitions for Satellite airports
DEN Master Design team 2017‐01‐25.tgs
08/08/2017 At or below FL190 added to procedure but will not be charted
unless required
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
11/1/17 Management lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
3/6/19 Altitude at BUMPZ changed to at 8000
7/10/19 Procedure stopped at WERNR and ZAKRY changed to floating WP
ZDV request
7/23/19 WNGSS fix altitude restriction changes from At or Below
FL190 to At or Above 12000
Denver Metroplex Design Package Change Sheet WNGSS SID
Design Package Template Ver. 9 2
Figure 1. Original D&I Proposed WNGSS SID
Added four new fixes 10 NMI from WNGSS with At or Above 15000. New WPs BRANF and BUBLS added to BAYLR route, COUSN added to CONNR route, KINLE added to COORZ and ZENLO added to ZIMMR
Added At or Above 17000 altitude restrictions to ZIMMR, COORZ, CONNR, and BAYLR fixes
On the TEHRU and HBU en route transitions, added a fixe in between one of the new fixes and BAYLR fix with and At or Above 16000 altitude restriction
Denver Metroplex Design Package Change Sheet WNGSS SID
Design Package Template Ver. 9 3
Figure 2: Revised Proposed Final Design WNGSS SID (terminal)
Denver Metroplex Design Package Change Sheet WNGSS SID
Design Package Template Ver. 9 4
Figure 3: Revised Proposed Final Design WNGSS SID (enroute)
Denver Metroplex Design PackageDEN ZIMMR SID
1
Name of Change and Airport/s Change ClassificationDEN ZIMMR SID Terminal Procedure; SID
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.2.4Problem ID: I2, T1, T1a, T1b, T1c, T1d, T3,T4, T6, T9, D13, D14, D15, D22
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 5, 6D01: DR1DEN ATCTKDEN
DEN BRYCC SIDDEN RIKKK SIDDEN ROCKIES SID (conventional up-number)DEN YAMMI SIDDEN YOKES SIDSatellite WNGSS SIDD01 Airspace Changes
Associated Data FilesTARGETS Output PackagesRNAV Pro analysis resultsHITL simulation results
Purpose
To minimize aircrew confusion of departure clearance off the runway inside DEN ATCT airspace.
The DEN ZIMMR SID replaces the current DEN FOOOT SID.
Currently, there are 21 SIDs serving DEN: 16 RNAV and five conventional. The MST used the existingRNAV SIDs as the starting point for procedure development. Common issues were identified by theMST, facilities, and industry as described below:
1. Inefficient lateral paths2. Initial leg types do not provide the appropriate separation minima3. DEN ATCT uses a combination of RNAV off-the-ground and radar vectors4. Departure routes are in conflict with current and proposed Special Use Airspace (SUA)5. Departures are routed south or vectored north of FTG airspace6. Westbound noise issues restrict efficient procedure design7. Low conformance to the departure procedures
Denver Metroplex Design Package DEN ZIMMR SID
2
Study Team Recommendation
MST common notional solution recommendations for all DEN SIDs:
1. Optimization of lateral paths to reduce flight track miles2. Segregation of RNAV SIDs from arrivals where practical3. Elimination of unused en route transition(s)4. Minimum of eight NM between all Transfer of Control Points (TCP)5. RNAV off-the-ground departure procedures6. Combination of initial RNAV legs as appropriate7. Initial altitude assignment of 10,000 feet MSL (all other altitudes are tactically assigned by ATC)8. Shortening of en route transitions for added flexibility
MST West DEN SID notional solution recommendations:
1. MST routes were shortened for track mile savings and additional efficiencies.2. Runway 8 incorporates radar vectors for flexibility.
Figure 1: Current and MST Proposed DEN ZIMMR SID (terminal)
Denver Metroplex Design Package DEN ZIMMR SID
3
Figure 2: Current and MST Proposed DEN ZIMMR SIDs (en route)
Proposed Final Design
Reference the Denver Metroplex Design and Implementation Phase Executive Summary for the
background and rationale of up-numbering the DEN SIDs. An underscore at the end of a waypoint
denotes existing waypoint is proposed to be moved, e.g., DANDD_.
The Denver Design and Implementation Team proposed the DEN ZIMMR SID. The MST’s designs did not
provide de-confliction from arrivals and did not provide DEN ATCT operational flexibility; therefore, they
were not adopted as designed.
Design elements and benefits include:
The waypoint MUGBE_ was moved to serve as a single initial departure fix (IDF) for all runways
for this SID to increase DEN ATCT flexibility with restriction at or below 10000 to de-conflict
from the arrival downwinds and to align with north SIDs off runway 25.
Denver Metroplex Design Package DEN ZIMMR SID
4
Restrictions at or above 12000 at RALFI_, at or above 14000 at RAPDS_, and at or above 16000
at PCKNS_ are to comply with MVA’s.
MST proposed D020 en route transition extended to vicinity of RLG to prevent departures from
turning north into DEN arrivals.
CHNGY added on en route transition to replace NAVAID RLG and was placed slightly north of
RLG to accommodate aircraft proceeding to EKR; makes a straight track from ZIMMR to EKR.
Figure 3: D&I Proposed DEN ZIMMR SID (terminal)
Denver Metroplex Design Package DEN ZIMMR SID
5
Figure 4: D&I Proposed DEN ZIMMR SID (en route)
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01 and DEN ATCT facilities internal Standard Operating Procedures
D01/DEN ATCT, D01/ZDV, D01/Satellite Airports, ZDV/Arapahoe Peak Soaring Area Letters ofAgreement
Requires airspace modifications to D01 FR Land South Dump (SW corner) Airspace Modification
Controller training
Automation changes
Attachments
TARGETS Output Packages
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet ZIMMR SID
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation date updated to 06/20/19
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 01/23‐27/2017
Restriction at WP MUGBE_ changed to 7000/10000 for criteria.
DEN Master Design team 2017‐01‐25.tgs
Week of 06/19‐21/2017
Following Waypoints moved to establish an even climb out rate WP RALFI moved to N39° 57' 04.10" W105° 13' 43.19" WP RAPDS moved to N39° 57' 31.21" W105° 23' 27.31"
DEN Master Design team 2017‐06‐21.tgs
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
9/28/17 WP MUGBE altitude restriction changed to 080B100 from 070B100
for protection of Satellite airspace
11/1/17 Management lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
3/26/19 Management Lead Changed to John Connolly
5/23/19 Block altitude at MUGBE changed to at or below 100. RWY8
departure to RALFI. RALFI WP moved to 395621.49/1051318.63
Denver Metroplex Design Package Change Sheet ZIMMR SID
Design Package Template Ver. 9 2
Figure 1. Original D&I Proposed ZIMMR SID (terminal)
Figure 2. Original D&I Proposed ZIMMR SID (enroute)
Denver Metroplex Design Package Change Sheet ZIMMR SID
Design Package Template Ver. 9 3
Figure 3: Revised Proposed Final Design ZIMMR SID (terminal)
Denver Metroplex Design Package Change Sheet ZIMMR SID
Design Package Template Ver. 9 4
Figure 4: Revised Proposed Final Design ZIMMR SID (enroute)
Denver Metroplex Design PackageDEN AALLE STAR
1
Name of Change and Airport/s Change ClassificationDEN AALLE STAR Terminal Procedure; STAR
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.1.1Problem ID: I1, Z1, Z2, Z3, Z4, Z5, Z8, Z9, Z10,Z11, Z12, Z13, Z14, Z15, Z16, Z17, Z29, D1,D19, D6, D7, D21, T6
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 15, 16, 9, 33D01: AR3DEN ATCTKDEN
DEN LANDR STAR (conventional up-number)DEN LAWGR STARDEN YOKES SIDD01 Airspace Changes
Associated Data FilesTARGETS Output PackagesFlight Simulator WorksheetRNAV Pro analysis resultsHITL simulation results
Purpose
The purpose is to reduce the number of STAR changes.
The DEN AALLE bi-directional STAR replaces the ANCHR and KIPPR directional STAR design.
MST Identified Issues:
1. Two STARs for north/south runway configurations create pilot and controller task complexitydue to multiple configuration changes at DEN.
2. No dedicated RNAV runway transitions to Runways 7 or 26, which creates additional pilot andcontroller task complexity.
3. Actual flight tracks do not follow current arrival procedures.
Study Team Recommendation
1. RNAV Optimized Profile Descent (OPD) STAR created with runway transitions for north, south,east, and west flows, resulting in optimized lateral paths to reduce flight track miles.
2. STAR was shortened for operational flexibility, unused en route transitions were removed, andan en route crossover transition was created, which will be ATC assigned only.
Denver Metroplex Design Package DEN AALLE STAR
2
3. Modified en route and terminal merge points for increased sequencing time where feasible and created runway transitions which merge with RNPs (long side) and instrument landing system (ILS)/RNP (short side) procedures.
4. Created an altitude window of 17,000-FL230 at the beginning of the common route. 5. Segregated from the proposed notional northeast APA arrival.
Figure 1: Current ANCHR/KIPPR STARs and MST Proposed NE 1 STAR (en route)
Current STARs MST STAR ATC Only Crossover Flight Tracks
Denver Metroplex Design Package DEN AALLE STAR
3
Figure 2: Current ANCHR/KIPPR STARs and MST Proposed NE 1 STAR (terminal)
Proposed Final Design
Reference the Denver Metroplex Design and Implementation Phase Executive Summary for the
background and rationale on changing from the current 16 DEN STAR system to an 8 DEN STAR system.
An underscore at the end of a waypoint denotes existing waypoint is proposed to be moved, e.g.,
DANDD_.
The Denver Design and Implementation Team proposed the DEN AALLE STAR.
Design elements and benefits include:
The MST recommended en route crossovers were removed as they were not needed; also to
avoid chart clutter.
Both en route transitions were extended from the MST recommendation to:
o Provide catch points for first tier sequencing.
o Aid sequencing to maximize OPD utilization.
En route waypoints were placed equidistant to the merge point between both en route
transitions and the adjacent STAR (LAWGR STAR) to aid in the zipper/staggered managed feed.
Waypoint DUNKL will be part of the route on the LAWGR STAR and will be charted on the AALLE
STAR to aid in holding. The floating waypoint holding pattern at DUNKL allows the aircraft to
Current STARs MST STAR ATC Only Crossover Flight Tracks
Denver Metroplex Design Package DEN AALLE STAR
4
navigate to the hold on the opposite STAR during adverse weather conditions when a single
STAR for the northeast may be in use.
Waypoint BRWRY will be part of the route on the LAWGR STAR and will be charted on the
AALLE STAR to aid in holding. The floating waypoint holding pattern at BRWRY allows the
aircraft to navigate to the hold on the opposite STAR during adverse weather conditions when a
single STAR for the northeast may be in use. Added a terminal crossover to the opposite side
(west) downwind for runway 34L/R to accommodate OPDs, RNPs, and to reduce controller
workload.
Adopted the MST recommended runway transitions to runways 7 and 8 to accommodate OPDs,
RNPs, and to reduce controller workload. The runway transitions were modified by moving the
downwind portion closer the airport, reducing flying miles.
MST recommendation of base leg runway transitions to runway 26 was not adopted because it
is not operationally feasible with altitude windows. Runways 25 and 26 runway transitions
mirror 35L/R runway transitions.
Figure 3: D&I Proposed DEN AALLE STAR (en route)
Denver Metroplex Design Package DEN AALLE STAR
5
Figure 4: D&I Proposed DEN AALLE STAR (terminal)
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Data obtained during industry flight simulations were incorporated into the design in order toprovide the most optimal descent where feasible.
Implementation Dependencies
Zippered/staggered managed feed from ZDV to D01 to protect against potential lateral trackdeviations and reduce controller workload in the terminal environment
Managed flows from adjacent centers
Submissions of procedures listed on front page table
Modifications to ZDV, D01, DEN ATCT facilities internal Standard Operating Procedures
D01/DEN ATCT, D01/ZDV, ZDV/ZMP Letters of Agreement
Airspace modifications: D01 arrival airspace extension
Ability to transfer assigned landing direction from ERAM to STARS
Controller training
Automation changes
Denver Metroplex Design Package DEN AALLE STAR
6
Attachments
TARGETS Output Packages
Flight Simulator Worksheet
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet AALLE RNAV STAR
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
Week of 08/08‐12/2016
Holding at WP AALLE added with left turns.
Week of 08/08‐12/2016
DEN Master Design team 2016‐08‐17.tgs
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and
will become the signatory.
09/07/2016 Implementation Date updated to 6/20/19
Week of 09/19‐23/2016
RWY07/08 transition removed WP EFNEH. RWY34L/R transition removed WP KALME. RWY25/26/35R/35L removed WP DONTT. Waypoints were removed on runway transitions to comply with criteria. WP’s DOOGG, HAITR, and HIMOM changed turn type to flyovers.
Week of 09/19‐23/2016 Week of 11/21‐25/2016
DEN Master Design team 2016‐09‐22.tgs
Restriction added of 11000 at WP’s DOOGG, HAITR, and HIMOM for FM leg due to criteria.
Week of 11/21‐25/2016
01/10/2017
DEN Master Design team 2016‐11‐21.tgs
Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 06/12‐15/2017
PORDR en route transition moved south for separation from BRNKO STAR and to aid sequencing. WPs associated with move are: PORDR N41° 22' 06.94" W100° 59' 54.69", HOPPP N41° 13' 37.76"
Denver Metroplex Design Package Change Sheet AALLE RNAV STAR
Design Package Template Ver. 9 2
W101° 26' 16.10", YEAST N40° 58' 13.75" W102° 13' 42.82", and BIDDR N40° 45' 13.07" W102° 52' 47.42". WP PORDR move
also to be equidistant with BRWRY on LAWGR STAR
DEN Master Design team 2017‐06‐15.tgs
Week of 6/20‐24/2017
Standalone holding WP BRWRY changed to PLZNR, ZDV request for sequencing between LAWGR and AALLE STAR’s
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
11/1/17 Change of Management Lead, Mark Phipps
6/8/18 Implementation date change to March 26, 2020
2/26/19 Management Lead changed to John Connolly
Denver Metroplex Design Package Change Sheet AALLE RNAV STAR
Design Package Template Ver. 9 3
Figure 1: D&I Proposed DEN AALLE STAR (enroute)
Figure 2: D&I Proposed DEN AALLE STAR (terminal)
Denver Metroplex Design Package Change Sheet AALLE RNAV STAR
Design Package Template Ver. 9 4
Figure 3: Revised Proposed Final Design AALLE STAR (terminal)
Denver Metroplex Design Package Change Sheet AALLE RNAV STAR
Design Package Template Ver. 9 5
Figure 4. Revised Proposed Final Design AALLE STAR (enroute)
Denver Metroplex Design PackageSatellite BRNKO STAR
1
Name of Change and Airport/s Change ClassificationSatellite BRNKO STAR Terminal Procedure; STAR
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: NAProblem ID: D3, D17, D18, Z12, Z19
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 9, 33, 16, 15, 21/22 (combined)D01: SR1, SR2, SR4KAPA, KBJC, KFTG, KBKF ATCTsKAPA, KBJC, KLMO, KFTG, KFNL, KGXY, KBKF
Satellite PUFFR STAR (cancellation)Satellite PINNR STARDEN BRYCC SIDDEN YOKES SID
Associated Data FilesTARGETS Output PackagesRNAV Pro analysis resultsHITL simulation results
Purpose
The purpose is to segregate the satellite arrivals from the KDEN arrivals and to optimize OPDs.
MST Identified Issues:
1. APA arrival flows are not segregated from DEN arrivals and impede DEN OPDs.2. Lack of arrival procedures for GXY, FNL, BJC, and LMO airports
Study Team Recommendation
1. Created new satellite RNAV STARs segregated from DEN STARs.2. Satellite STARs were created for path predictability and end with radar vector legs for flexibility.3. For the NW, satellite flows were segregated from DEN STARs by creating two separate STARs;
one that serves APA, situated between the two NW DEN STARs and another, west of V4, whichserves northern Denver satellite airports.
4. For the NE, satellite flows were segregated from DEN STARs by creating a separate satellite STARnorth of the two DEN STARs. Additionally, a transition was created, which serves northernDenver satellite airports.
Denver Metroplex Design Package Satellite BRNKO STAR
2
Figure 1: MST Proposed NE Satellite STARs
Proposed Final Design
An underscore at the end of a waypoint denotes existing waypoint is proposed to be moved, e.g.,
DANDD_.
The Denver Design and Implementation Team proposed the satellite BRNKO STAR, which will replace
the current PUFFR 4 STAR in the northeast arrival gate.
Design elements and benefits include:
The MST proposal to segregate satellite arrivals from the DEN STARs was adopted to reduce
sequencing complexity across a diverse fleet mix.
ZDV anticipates that holding at LLWAY will rarely be used and therefore, holding at LLWAY in
confliction with holding at BIDDR on the AALLE STAR is not of concern to ZDV.
BRNKO_ waypoint altitude restriction window 13000 to 16000 and position of BRNKO_
waypoint de-conflicts from the DEN YOKES SID.
MST proposed route that enters the NE arrival gate and crosses over the top of KDEN was not
adopted. To de-conflict from KDEN arrivals, the procedure was instead routed through
waypoints BLTZZ, ORRNG, and BWLIN.
Restrictions of 12000 at BLTZZ, 10000 at ORRNG, and 9000 at BWLIN de-conflict from KDEN
departures.
Transition ending at BLTZZ serves airports APA, BKF, and FTG.
Transition ending at PYDRT serves airports BJC and LMO
Transition ending at ORRNG serves airports FNL and GXY.
Denver Metroplex Design Package Satellite BRNKO STAR
3
Figure 2: D&I Proposed Satellite BRNKO STAR
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01, Satellite ATCTs, and ZDV facilities internal Standard Operating Procedures
D01/Satellite ATCTs and D01/ZDV Letters of Agreement
Airspace modifications not anticipated
Controller training
Automation changes
Fix pairs
Attachments
TARGETS Output Packages
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet BRNKO STAR
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation date updated to 06/20/2019
Week of 08/01‐05/2016
Common route is BRNKO‐BLTZZ for all airports, ends at BLTZZ at 12000. WPs ORRNG, BWLIN, REDZN, and PYDRT deleted from the procedure for KLMO and KBJC airports.
DEN Master Design team 2016‐08‐02.tgs
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 03/20‐24/2017
Common route for KBJC changed back to BRNKO‐BLITZ‐ORRNG‐BWLIN‐REDZN. This was to tie into the SIAPs at KBJC. The KBJC runway transitions are: RWY12L‐REDZN‐DDROP, WP DDROP N40° 08' 02.68" W105° 09' 42.85", WP DDROP has a 9000, 210 kt restriction, and RWY30R‐REDZN‐PYDRT‐ROKXX, ROKXX N39° 58' 52.71" W104° 58' 29.92", WP ROKXX has a 7000, 210 kt restriction.
DEN Master Design team 2017‐03‐21.tgs
Week of 05/08‐12/2017
KBJC RWY transitions to RWY12L and RWY30R removed due to criteria issue. WP ORRNG deleted from KBJC/KLMO common route. WP BWLIN_ relocated to N40° 26' 55.27" W104° 55' 40.09" at user request and assigned 10000 and 280 kt. WP REDZN_ relocated to 40° 13' 26.13" W105° 01' 28.25" and restrictions of 10000 and 250 kt. APA common route extended via BWLIN_‐REDZN_‐PYDRT‐AAYES at user request. WP AAYES located at N39° 43' 09.49"W105° 05' 05.04".
DEN Master Design team 2017‐05‐09.tgs
Week of 06/12‐16/2017
En route transition PYTNN deleted post‐HITL to aid sequencing. WP QARTR renamed PYTNN_.
DEN Master Design team 2017‐06‐15.tgs
Denver Metroplex Design Package Change Sheet BRNKO STAR
Design Package Template Ver. 9 2
Week of 08/08‐09/2017
For procedure containment within D01 Satellite airspace WP BRNKO repositioned to 403617.35/1040552.87 with altitude restriction change from 130B160 to 140B160, added WP PICKK 403519.41/104114.24 with AOB 140 altitude and WP BLTZZ repositioned to 40335.1/104235.26.
08/15/2017 WP BWLIN speed restriction of 280 kts removed. No longer required. WP REDZN speed restriction changed from 250kts to 250kts or less. User request for departing Class B airspace.
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
11/1/17 Management lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
7/10/19 FTG and BKF removed from procedure design
Denver Metroplex Design Package Change Sheet BRNKO STAR
Design Package Template Ver. 9 3
Figure 1. Original D&I Proposed BRNKO STAR (terminal and enroute)
Denver Metroplex Design Package Change Sheet BRNKO STAR
Design Package Template Ver. 9 4
Figure 2: Revised Proposed Final Design BRNKO STAR (Terminal)
Figure 3: Revised Proposed Final Design BRNKO STAR (enroute)
Denver Metroplex Design PackageDEN CLASH STAR
1
Name of Change and Airport/s Change ClassificationDEN CLASH STAR Terminal Procedure; STAR
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.1.2Problem ID: I1, Z1, Z2, Z3, Z4, Z5, Z8, Z9, Z10,Z11, Z12, Z13, Z14, Z15, Z16, Z17, Z29, D1,D19, D6, D7, D21, T6
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 27, 28, 39, 46, 18, 17, 19D01: AR4DEN ATCTKDEN
DEN DANDD STAR (conventional up-number)DEN NIIXX STARD01 Airspace Extension
Associated Data FilesTARGETS Output PackagesFlight Simulator WorksheetRNAV Pro analysis resultsHITL simulation results
Purpose
The purpose is to reduce the number of STAR changes.
The DEN CLASH bi-directional STAR replaces the PURRL and JAGGR directional STAR design.
MST Identified Issues:
1. Two STARs for north/south runway configurations create pilot and controller task complexitydue to multiple configuration changes at DEN.
2. No dedicated RNAV runway transitions to Runways 7 or 26, which creates additional pilot andcontroller task complexity.
3. Actual flight tracks do not follow current arrival procedures.
Study Team Recommendation
1. RNAV OPD STAR created with runway transitions for north, south, east, and west flows resultingin optimized lateral paths to reduce flight track miles.
2. STAR was shortened for operational flexibility, unused en route transitions were removed, andan en route crossover transition was created, which will be ATC assigned only.
Denver Metroplex Design Package DEN CLASH STAR
2
3. Modified en route and terminal merge points for increased sequencing time where feasible and created runway transitions which merge with RNPs (long side) and ILS/RNP (short side) procedures.
4. Created an altitude window of 17,000-FL230 at the beginning of the common route. 5. The MST recommends that the D&I Team further review the OATHE (A086) transition for
additional efficiency gains. This may result in the need for airspace modifications.
Figure 1: Current JAGGR/PURRL STARs and MST Proposed SE 1 STAR (en route)
Current STARs MST STAR ATC Only Crossover Flight Tracks
Denver Metroplex Design Package DEN CLASH STAR
3
Figure 2: Current JAGGR/PURRL STARs and MST Proposed SE 1 STAR (terminal)
Proposed Final Design
Reference the Denver Metroplex Design and Implementation Phase Executive Summary for the
background and rationale on changing from the current 16 DEN STAR system to an 8 DEN STAR system.
An underscore at the end of a waypoint denotes existing waypoint is proposed to be moved, e.g.,
DANDD_.
The Denver Design and Implementation Team proposed the DEN CLASH STAR.
Design elements and benefits include:
The MST recommended en route crossovers were removed as they were not needed; also to
avoid chart clutter.
One en route transition was extended from the MST recommendation to:
o Provide catch points for first tier sequencing
o Aid sequencing to maximize OPD utilization.
o Extended en route transition from the MST recommendation to existing waypoint KIISS
as a catch point for ZKC and because the waypoint is on the existing STAR.
The MST recommendation of the en route transition at A086 was moved to OATHE to retain
existing waypoint.
Current STARs MST STAR ATC Only Crossover Flight Tracks
Denver Metroplex Design Package DEN CLASH STAR
4
En route transition from OATHE to THINN was extended to eliminate point outs and to aid in
sequencing.
EVRLY waypoint moved closer to DEN to accommodate the requirement to issue a runway
transition 10NM prior to runway transition start point. The altitude window was lowered to a
block of 15000 to 20000 as a result of moving EVRLY closer.
Waypoint IDOLL will be part of the route on the NIIXX STAR and will be charted on the CLASH
STAR to aid in holding as a floating waypoint. The floating waypoint holding pattern at IDOLL
allows the aircraft to navigate to the hold on the opposite STAR during adverse weather
conditions when a single STAR for the southeast may be in use.
MST recommendation of shortening tracks by routing north of PURRL was not adopted. Existing
routing over PURRL retained to preserve tie in to simultaneous ILS structure.
RWY 34L/R, 35L runway transitions from EVRLY_ split at ROCCS and continue on an FM leg. This
will allow for matching bottom altitudes for all land north runway transitions on the DEN CLASH
STAR.
Added a terminal crossover to the opposite side (west) downwind for runway 16R to
accommodate OPDs, RNPs, and to reduce controller workload.
Added runway transitions to runways 7 and 8 to accommodate OPDs, RNPs, and to reduce
controller workload.
MST recommendation of base leg runway transitions to runway 26 was not adopted because it
is not operationally feasible with altitude windows. Runways 25 and 26 runway transitions
mirror 17L/R runway transitions.
Denver Metroplex Design Package DEN CLASH STAR
5
Figure 3: D&I Proposed DEN CLASH STAR (en route)
Figure 4: D&I Proposed DEN CLASH STAR (terminal)
Denver Metroplex Design Package DEN CLASH STAR
6
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Data obtained during industry flight simulations were incorporated into the design in order toprovide the most optimal descent where feasible.
Implementation Dependencies
Zippered/staggered managed feed from ZDV to D01 to protect against potential lateral trackdeviations and reduce controller workload in the terminal environment
Managed flows from adjacent centers
Submissions of procedures listed on front page table
Modifications to ZDV, D01, DEN ATCT facilities internal Standard Operating Procedures
D01/DEN ATCT, D01/ZDV, ZDV/ZKC Letters of Agreement
Airspace modifications: D01 arrival airspace extension
Ability to transfer assigned landing direction from ERAM to STARS
Controller training
Automation changes
Attachments
TARGETS Output Packages
Flight Simulator Worksheet
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet CLASH RNAV STAR
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation date updated to 6/20/2019
Week of 09/19‐23/2016
RWY07/08 transition removed WP GAKME. RWY16L/17L&R/25/26 transitions removed WP ROOOL. RWY16R transition WP KOYJA removed. Waypoints were removed on runway transitions to comply with criteria. WP BBOOK, QWIKE, and CLFFF changed turn type to flyover.
DEN Master Design team 2016‐09‐22.tgs
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 06/12‐16/2017
Deleted restriction at WP LYNKN of +26000. WP LYNKN added to the OATHE transition to aid in sequencing. Moved WP ININN to N38° 58' 48.87" W102° 53' 05.95". Movement was to protect Cougar MOA.
DEN Master Design team 2017‐06‐15.tgs
06/28/2017
WP JAMMM speed restriction changed from 250kts to 240kts for criteria. Moved 210kt speed restriction from PNBAL to TWNSN for criteria
DEN Master Design Team 2017‐06‐28.tgs
08/08/2017
WP HUDPI added to Rwys 16L,17L/R,25 and 26 for sequencing with SSKII and TBARR arrival downwind. WP JAAM speed restriction returned to 250kts criteria issue resolved with addition of WP HUDPI to procedure WP PNBAL repositioned to 392533.80/1042556.05 and WP TWNSN repositioned to 392545.21/1042045.89 to meet criteria
Denver Metroplex Design Package Change Sheet CLASH RNAV STAR
Design Package Template Ver. 9 2
WP EBBLR added speed restriction of 210kts for continuity with restriction for RWY 35 at PURRL. WP JAAAM moved to 394357.46/1042857.43 for airspace protection.
DEN Master Design Team 2017‐8‐08.tgs
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
11/1/17 Management Lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
Denver Metroplex Design Package Change Sheet CLASH RNAV STAR
Design Package Template Ver. 9 3
Figure 1: D&I Proposed DEN CLASH STAR (en route)
Denver Metroplex Design Package Change Sheet CLASH RNAV STAR
Design Package Template Ver. 9 4
Figure 2: D&I Proposed DEN CLASH STAR (terminal)
Figure 3: Revised Proposed Final Design CLASH STAR (terminal)
Denver Metroplex Design Package Change Sheet CLASH RNAV STAR
Design Package Template Ver. 9 5
Figure 4: Revised Proposed Final Design CLASH STAR (enroute)
Denver Metroplex Design PackageSatellite DUNNN STAR (up-number)
1
Name of Change and Airport/s Change ClassificationSatellite DUNNN STAR (up-number) Terminal Procedure; STAR
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: NAProblem ID: NA
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 27, 28, 39, 46, 17, 19, 18D01: SR1, SR4COSKAPA, KBKF, KBJC ATCTsKAPA, KBKF, KBJC
Satellite ZOMBZ STAR (up-number)DEN NIIXX STAR
Associated Data FilesTARGETS Output PackagesRNAV Pro analysis resultsHITL simulation results
Purpose
The purpose is to optimize the satellite DUNNN STAR.
Study Team Recommendation
There was no Study Team recommendation for the satellite DUNNN STAR.
Proposed Final Design
An underscore at the end of a waypoint denotes existing waypoint is proposed to be moved, e.g.,DANDD_.
The Denver Design and Implementation Team proposed the satellite DUNNN STAR.
Design elements and benefits include:
LAYLA moved west to accommodate the ZIGEE en route transition of the proposed KDEN NIIXXSTAR.
Additional en route transitions at FRAAY and CAARS were created as catch points for sequencingin ZDV airspace. This was done in anticipation of an increased number of satellite arrivals filingthe DUNNN STAR, which allows for higher altitudes, instead of the northeast satellite STAR(BRNKO STAR).
Denver Metroplex Design Package Satellite DUNNN STAR (up-number)
2
Restriction at MORSN at or above 30000 is to de-conflict from the COUGAR ATCAA.
Altitude restrictions from LAYLA to the end were retained from the current DUNNN STAR.
Figure 1: Current Satellite DUNNN STAR (page 1)
Denver Metroplex Design Package Satellite DUNNN STAR (up-number)
3
Figure 2: Current Satellite DUNNN STAR (page 2)
Denver Metroplex Design Package Satellite DUNNN STAR (up-number)
4
Figure 3: D&I Proposed Satellite DUNNN STAR (en route)
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01, Satellite ATCTs, and ZDV facilities internal Standard Operating Procedures
D01/Satellite ATCTs, COS/ZDV, and D01/ZDV Letters of Agreement
Airspace modifications not anticipated
Controller training
Automation changes
Fix pairs
Attachments
TARGETS Output Packages
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet DUNNN STAR
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation dated updated to 06/20/2019
Week of 07/11‐15/2016
Added WP XPAIN on the FRAAY transition northeast of WP LAYLA to reduce track mileage from the east. WP MORSN moved to N38° 37' 31.28" W103° 03' 49.12" in conjunction with addition of WP XPAIN. Restriction added at WP DUNNN of FL190/FL220 to deconflict from the KCOS OZZZY STAR. Deleted crossing restriction FL250/270 at WP LAYLA. Determined to no longer be required.
DEN Master Design team 2016‐07‐14.tgs
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 03/20‐24/2017
WP XYOUU restriction added of 9000 due to criteria.
DEN Master Design team 2017‐03‐21.tgs
Week of 06/12‐16/2017
Speed restriction deleted at WPs XPATH and FIRPI. Speed restriction of 210 kt added at WP XBEEE to meet criteria.
DEN Master Design team 2017‐06‐15.tgs
08/15/2017
WP XBEEE moved to 391640.71/1045015.89 removed 210kt speed restriction. WP FIRPI added speed restriction of 210kts. Removed 240kt restriction from WP XPATH. Determined modifications enhance efficiencies for stakeholders will meeting ATC operational requirements and enhancing Denver downwind protection
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
Denver Metroplex Design Package Change Sheet DUNNN STAR
Design Package Template Ver. 9 2
Figure 1. Original Proposed D&I Proposed Satellite DUNNN STAR
11/1/17 Management Lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
3/6/19 Altitude restriction at or above 14000 added at BYEBI for COS
9/10/19 240kt speed restriction removed at XBEE (not needed)
9/30/19 STAR terminated at XPATH at 110. 210kts for landing RWY35 at
APA for the ILS and GPS.
Denver Metroplex Design Package Change Sheet DUNNN STAR
Design Package Template Ver. 9 3
Figure 2: Final Proposed Design DUNNN STAR (terminal)
Denver Metroplex Design Package Change Sheet DUNNN STAR
Design Package Template Ver. 9 4
Figure 3: Final Proposed Design DUNNN STAR (enroute)
Denver Metroplex Design Package DEN FLATI (BBOCO) STAR
1
Name of Change and Airport/s Change ClassificationDEN FLATI STAR Terminal Procedure; STAR
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.1.4Problem ID: I1, Z1, Z2, Z3, Z4, Z5, Z8, Z9, Z10,Z11, Z12, Z13, Z14, Z15, Z16, Z17, Z29, Z31,D1, D19, D6, D7, D12, D21, D23, T6
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 34, 14, 13, 77D01: AR2DEN ATCTKDEN
DEN BIVVY STARDEN RAMMS STAR (conventional up-number)DEN PINNR STARD01 Airspace ChangesZDV Airspace Changes
Associated Data FilesTARGETS Output PackagesFlight Simulator WorksheetRNAV Pro analysis resultsHITL simulation results
Purpose
The purpose is to reduce the number of STAR changes.
The DEN BBOCO bi-directional STAR replaces the MOLTN and TSHNR directional STAR design.
MST Identified Issues:
1. Two STARs for north/south runway configurations create pilot and controller task complexitydue to multiple configuration changes at DEN.
2. No dedicated RNAV runway transitions to Runways 7 or 26, which creates additional pilot andcontroller task complexity.
3. Actual flight tracks do not follow current arrival procedures.
2
Denver Metroplex Design Package DEN FLATI (BBOCO) STAR
Study Team Recommendation
1. RNAV OPD STAR created with runway transitions for north, south, east, and west flows resultingin optimized lateral paths to reduce flight track miles.
2. STAR was shortened for operational flexibility, unused en route transitions were removed, andan en route crossover transition was created, which will be ATC assigned only.
3. Modified en route and terminal merge points for increased sequencing time where feasible andcreated runway transitions which merge with RNPs (long side) and ILS/RNP (short side)procedures.
4. Created an altitude window of 17,000-FL230 at the beginning of the common route.5. Satellite flows were segregated from DEN arrivals by creating two separate satellite STARs; one
that serves APA, situated between the two NW DEN STARs and another, west of V4, whichserves northern Denver Metroplex airports.
Figure 1: Current MOLTN/TSHNR STARs and MST Proposed NW 2 STAR (en route)
Current STARs MST STAR ATC Only Crossover Flight Tracks
Denver Metroplex Design Package DEN FLATI (BBOCO) STAR
3
Figure 2: Current MOLTN/TSHNR STARs and MST Proposed NW 2 STAR (terminal)
Proposed Final Design
Reference the Denver Metroplex Design and Implementation Phase Executive Summary for the
background and rationale on changing from the current 16 DEN STAR system to an 8 DEN STAR system.
An underscore at the end of a waypoint denotes existing waypoint is proposed to be moved, e.g.,
DANDD_.
The Denver Design and Implementation Team proposed the DEN BBOCO STAR.
Design elements and benefits include:
The MST recommended en route crossovers were removed as they were not needed; also to
avoid chart clutter.
STAR moved south in ZDV airspace from MST recommendation to make room for the satellite
PINNR STAR and aid in sequencing.
Two en route transitions were extended from the MST recommendation to:
o Provide catch points for sequencing
o Aid sequencing to maximize OPD utilization.
An “ATC assigned only” en route transition exists starting at ELLDO as a contingency for gate
swaps.
Current STARs MST STAR ATC Only Crossover Flight Tracks
Denver Metroplex Design Package DEN FLATI (BBOCO) STAR
4
An “ATC assigned only” en route transition exists starting at BBOCO waypoint to serve airports
GCC, CPR, and LAR.
Waypoints MSTSH and GNOLA were added inside the beginning of both en route transition
waypoints. This was a ZLC request for sequencing purposes; when the aircraft in ZLC control
cannot make the turn back to the beginning en route transition waypoints, ZLC can request
approval to have the aircraft proceed to the next waypoints, MSTSH and GNOLA, before the
merge fixes.
The merge point at ELLDO was moved further out from the MST recommendation to aid
sequencing. It is anticipated that TBFM will aid in the sequencing the multiple arrival streams
from ZLC airspace with high speed winds from the northwest.
Restrictions at or above 27000 at MESSA and HIPEE de-conflict from airspace.
Restriction at or above 20000 at FLATI is to optimize the descent profile.
Waypoint VESTL will be part of the route on the BIVVY STAR and will be charted on the BBOCO
STAR to aid in holding as a floating waypoint. The floating waypoint holding pattern at VESTL
allows the aircraft to navigate to the hold on the opposite STAR during adverse weather
conditions when a single STAR for the northwest may be in use.
A standalone holding waypoint at YYALE will be charted on both northwest DEN BBOCO/BIVVY
STARs for shutoff scenarios.
MST recommendation of shortening tracks by routing south of TSHNR was not adopted. Existing
routing over TSHNR retained to preserve tie in to simultaneous ILS structure.
STAR moved in conjunction with the adjacent BIVVY STAR northeast in D01 airspace to de-
conflict from the LMO jump zone.
Adopted MST recommendation of a terminal crossover to the opposite side (east) downwind for
runway 35R to accommodate OPDs, RNPs, and to reduce controller workload.
Adopted the MST recommended runway transitions to runways 25 and 26 to accommodate
OPDs, RNPs, and to reduce controller workload.
MST recommendation of base leg runway transitions to runway 26 was not adopted because it
is not operationally feasible with altitude windows. Runways 25 and 26 runway transitions
mirror 34L/R and 35L runway transitions.
Denver Metroplex Design Package DEN FLATI (BBOCO) STAR
5
Figure 3: D&I Proposed DEN BBOCO STAR (en route)
Denver Metroplex Design Package DEN FLATI (BBOCO) STAR
6
Figure 4: D&I Proposed DEN BBOCO STAR (terminal)
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Data obtained during industry flight simulations were incorporated into the design in order toprovide the most optimal descent where feasible.
Implementation Dependencies
Zippered/staggered managed feed from ZDV to D01 to protect against potential lateral trackdeviations and reduce controller workload in the terminal environment
Managed flows from adjacent centers
Submissions of procedures listed on front page table
Modifications to ZDV, D01, DEN ATCT facilities internal Standard Operating Procedures
D01/DEN ATCT, D01/ZDV, and ZDV/ZLC Letters of Agreement
Airspace modifications:o D01 arrival airspace extensiono ZDV Sectors 13, 77
Ability to transfer assigned landing direction from ERAM to STARS
Controller training
Automation changes
Attachments
TARGETS Output Packages
Flight Simulator Worksheet
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet FLATI (BBOCO) RNAV STAR
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
Week of 07/11‐15/2016
WP CAPTJ changed to CAPTJ_ N. CAPTJ_N relocated due to change in RNP IAP to comply with criteria.
DEN Master Design team 2016‐07‐14.tgs
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation Date updated to 6/20/19.
Week of 09/19‐23/2016
RWY07/08/34L/34R/35L transitions removed WP KALME. RWY35R transition removed WP DONTT. RWY25/26 transitions removed WP MACCC. Waypoints were removed on runway transitions to comply with criteria. WP’s HIMOM and DOOGG changed turn type to flyovers. WP CAPTJ_N changed turn type to flyover.
DEN Master Design team 2016‐09‐22.tgs
Week of 11/21‐25/2016
WP CAPTJ_N changed back to CAPTJ. Waiver required for RNP rework.
DEN Master Design team 2016‐11‐21.tgs
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 06/12‐16/2017
WP’s moved to the following locations: TOFUU N41° 48' 54.82" W107° 40' 12.49", GNOLA N41° 26' 17.12" W107° 06' 40.35", ELLDO N41° 26' 17.12" W107° 06' 40.35", MJANE N41° 22' 34.11" W108° 20' 33.48", MSTSH N41° 07' 47.60"W107° 21' 00.54". WP moves were made to better align fixes for sequencing and to place some equidistant from WPs on adjacent STAR. En route transition ELLDO will be ATC assigned only to control entry point into sector to aid sequencing. Established holding pattern at HIPEE, previously located at EELDO.
DEN Master Design team 2017‐06‐15.tgs
Denver Metroplex Design Package Change Sheet FLATI (BBOCO) RNAV STAR
Design Package Template Ver. 9 2
06/28/2017 ‐07/05/2017
WP XCUTV altitude restriction of 120B140 removed for criteria. WP DA123 (name TBD) south of WP XCUTV at N39° 55' 51.26" W104° 37' 28.95" with an altitude restriction of 120B140 for criteria. WP FOLSM altitude restriction changed from 170B210 to 160B210 for criteria. WP FLATI altitude restriction changed from AOA FL200 to AOA FL190 for criteria.
DEN Master Design Team 2017‐07‐05.tgs
07/20/2017 WP DA123 renamed HDGHG per email Stephen Martin
08/08/2017
New WP LEKEE 40113.76/104431.57 placed between SKEWD and HDGHG for RWY 35 with a restriction of AOB120 for protection or RWY 25/26. SKEWD restriction changed to 130B150/250kts from AOB 130/250kts. WP XCUTV restriction removed and made turn point only for Rwys 25/26.
08/09/2017
Exchanged placement of WP ELLDO and WP FOLSM to allow ZDV to utilize constant range readout with BIIVY STAR. WP HDGHG altitude 120B140 restriction added and repositioned to 395551.26/1043314.89 located between WP SKEWD and WP FFFAT on RWY 35R for airspace protection.
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
10/18/17 Name of STAR changed to FLATI for DATACOMM compliance
11/1/17 Management Lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
10/31/18 BSAFE restriction changed to at or below 150 for SID traffic
2/26/19 Management Lead Changed to John Connolly
Denver Metroplex Design Package Change Sheet FLATI (BBOCO) RNAV STAR
Design Package Template Ver. 9 3
Figure 1: D&I Proposed DEN BBOCO STAR (en route)
Figure 2: D&I Proposed DEN BBOCO STAR (terminal)
Denver Metroplex Design Package Change Sheet FLATI (BBOCO) RNAV STAR
Design Package Template Ver. 9 4
Figure 3: Revised Proposed Final Design FLATI STAR (terminal)
Figure 3. Revised Proposed Final Design FLATI STAR (enroute)
Denver Metroplex Design PackageDEN LAWGR STAR
1
Name of Change and Airport/s Change ClassificationDEN LAWGR STAR Terminal Procedure; STAR
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.1.1Problem ID: I1, Z1, Z2, Z3, Z4, Z5, Z8, Z9, Z10,Z11, Z12, Z13, Z14, Z15, Z16, Z17, Z29, D1,D19, D6, D7, D21, T6
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 15, 16, 9, 67/8 (combined)D01: AR3DEN ATCTKDEN
DEN AALLE STARD01 Airspace Changes
Associated Data FilesTARGETS Output PackagesFlight Simulator WorksheetRNAV Pro analysis resultsHITL simulation results
Purpose
The purpose is to reduce the number of STAR changes.
The DEN LAWGR bi-directional STAR replaces the WAHUU and KOHOE directional STAR design.
MST Identified Issues:
1. Two STARs for north/south runway configurations create pilot and controller task complexitydue to multiple configuration changes at DEN.
2. No dedicated RNAV runway transitions to Runways 7 or 26, which creates additional pilot andcontroller task complexity.
3. Actual flight tracks do not follow current arrival procedures.4. The APA PUFFR STAR underlies the KOHOE/WAHUU STARs and its current location restricts OPD
utilization for DEN arrivals.
Study Team Recommendation
1. RNAV OPD STAR created with runway transitions for north, south, east, and west flows resultingin optimized lateral paths to reduce flight track miles.
2. STAR was shortened for operational flexibility, unused en route transitions were removed, andan en route crossover transition was created, which will be ATC assigned only.
Denver Metroplex Design Package DEN LAWGR STAR
2
3. Modified en route and terminal merge points for increased sequencing time where feasible and created runway transitions which merge with RNPs (long side) and ILS/RNP (short side) procedures.
4. Created an altitude window of 17,000-FL230 at the beginning of the common route. 5. Segregated from the proposed notional northeast APA arrival.
Figure 1: Current KOHOE/WAHUU STARs and MST Proposed NE 2 STAR (en route)
Current STARs MST STAR ATC Only Crossover Flight Tracks
Denver Metroplex Design Package DEN LAWGR STAR
3
Figure 2: Current KOHOE/WAHUU STARs and MST Proposed NE 2 STAR (terminal)
Proposed Final Design
Reference the Denver Metroplex Design and Implementation Phase Executive Summary for the
background and rationale on changing from the current 16 DEN STAR system to an 8 DEN STAR system.
An underscore at the end of a waypoint denotes existing waypoint is proposed to be moved, e.g.,
DANDD_.
The Denver Design and Implementation Team proposed the DEN LAWGR STAR.
Design elements and benefits include:
The MST recommended en route crossovers were removed as they were not needed; also to
avoid chart clutter.
One en route transition was extended from the MST recommendation to:
o Provide catch points for first tier sequencing
o Aid sequencing to maximize OPD utilization.
En route waypoints were placed equidistant to the merge point with the adjacent STAR (AALLE
STAR) to aid in the zipper/staggered managed feed.
Moved MST routing in vicinity of SAYGE approximately 1 nm north to accommodate departure
airspace
Current STARs MST STAR ATC Only Crossover Flight Tracks
Denver Metroplex Design Package DEN LAWGR STAR
4
Waypoint PORDR will be part of the route on the AALLE STAR and will be charted on the LAWGR
STAR to aid in holding. The floating waypoint holding pattern at PORDR allows the aircraft to
navigate to the hold on the opposite STAR during adverse weather conditions when a single
STAR for the northeast may be in use.
Waypoint BIDDR will be part of the route on the AALLE STAR and will be charted on the LAWGR
STAR to aid in holding. The floating waypoint holding pattern at BIDDR allows the aircraft to
navigate to the hold on the opposite STAR during adverse weather conditions when a single
STAR for the northeast may be in use.
Added a terminal crossover to the opposite side (west) downwind for runway 34L/R to
accommodate OPDs, RNPs, and to reduce controller workload.
MST recommendation of shortening tracks by routing south of WAHUU was not adopted.
Existing routing over GRRUB retained to preserve the simultaneous ILS structure.
Added runway transitions to runways 7 and 8 to accommodate OPDs, RNPs, and to reduce
controller workload.
MST recommendation of base leg runway transitions to runway 26 was not adopted because it
is not operationally feasible with altitude windows. Runways 25 and 26 runway transitions
mirror 35L/R runway transitions.
Figure 3: D&I Proposed DEN LAWGR STAR (en route)
Denver Metroplex Design Package DEN LAWGR STAR
5
Figure 4: D&I Proposed DEN LAWGR STAR (terminal)
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Data obtained during industry flight simulations were incorporated into the design in order toprovide the most optimal descent where feasible.
Implementation Dependencies
Zippered/staggered managed feed from ZDV to D01 to protect against potential lateral trackdeviations and reduce controller workload in the terminal environment
Managed flows from adjacent centers
Submissions of procedures listed on front page table
Modifications to ZDV, D01, DEN ATCT facilities internal Standard Operating Procedures
D01/DEN ATCT, D01/ZDV, ZDV/ZMP Letters of Agreement
Airspace modifications: D01 arrival airspace extension
Ability to transfer assigned landing direction from ERAM to STARS
Controller training
Automation changes
Denver Metroplex Design Package DEN LAWGR STAR
6
Attachments
TARGETS Output Packages
Flight Simulator Worksheet
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet LAWGR RNAV STAR
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation date updated to 06/20/2019.
Week of 08/08‐12/2016
Holding at WP LAWGR added with right turns.
DEN Master Design team 2016‐08‐17.tgs
Week of 09/19‐23/2016
RWY07/08 transition removed WP EFNEH. RWY34L/R transition removed WP KALME. RWY25/26/35R/35L removed WP DONTT. Waypoints were removed on runway transitions to comply with criteria. WP’s DOOGG, HAITR, and HIMOM changed turn type to flyovers.
DEN Master Design team 2016‐09‐22.tgs
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 06/12‐16/2017
WPs BRWRY and PLZNR exchanged names due to issue with parallel STAR starting with the same letter.
DEN Master Design team 2017‐06‐15.tgs
08/08/2017
WP TAPME removed from runways 25/26/35R/L deemed unnecessary. WP TAPME placed on runways 16L/R and 17L/R transition between WP PPINT and WP GRRUB at 401311.3/10499.51 with a speed restriction of 230 kts and AOA 120 to meet criteria.
Denver Metroplex Design Package Change Sheet LAWGR RNAV STAR
Design Package Template Ver. 9 2
DEN Master Design team 2017‐08‐08.tgs
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
11/1/17
Management lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
Denver Metroplex Design Package Change Sheet LAWGR RNAV STAR
Design Package Template Ver. 9 3
Figure 1: D&I Proposed DEN LAWGR STAR (en route)
Denver Metroplex Design Package Change Sheet LAWGR RNAV STAR
Design Package Template Ver. 9 4
Figure 2: D&I Proposed DEN LAWGR STAR (terminal)
Figure 3: Revised Proposed Final Design LAWGR STAR (terminal)
Denver Metroplex Design Package Change Sheet LAWGR RNAV STAR
Design Package Template Ver. 9 5
Figure 4: Revised Proposed Final Design LAWGR SID (enroute)
Denver Metroplex Design Package DEN LONGZ (BIVVY) STAR
1
Name of Change and Airport/s Change ClassificationDEN LONGZ STAR Terminal Procedure; STAR
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.1.4Problem ID: I1, Z1, Z2, Z3, Z4, Z5, Z8, Z9, Z10,Z11, Z12, Z13, Z14, Z15, Z16, Z17, Z29, Z31,D1, D19, D6, D7, D12, D21, D23, T6
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 34, 14, 13, 3, 77D01: AR2DEN ATCTKDEN
DEN BBOCO STARDEN TOMSN STAR (conventional up-number)D01 Airspace ChangesZDV Airspace Changes
Associated Data FilesTARGETS Output PackagesFlight Simulator WorksheetRNAV Pro analysis resultsHITL simulation results
Purpose
The purpose is to reduce the number of STAR changes.
The DEN BIVVY bi-directional STAR replaces the FRNCH and KAILE directional STAR design.
MST Identified Issues:
1. Two STARs for north/south runway configurations create pilot and controller task complexitydue to multiple configuration changes at DEN.
2. No dedicated RNAV runway transitions to Runways 7 or 26, which creates additional pilot andcontroller task complexity.
3. Actual flight tracks do not follow current arrival procedures.4. Satellite flows impact DEN STARs.5. Arrivals are in conflict with the LMO parachute jump zone.
2
Denver Metroplex Design Package DEN LONGZ (BIVVY) STAR
Study Team Recommendation
1. RNAV OPD STAR created with runway transitions for north, south, east, and west flows resultingin optimized lateral paths to reduce flight track miles.
2. STAR was shortened for operational flexibility, unused en route transitions were removed, andan en route crossover transition was created, which will be ATC assigned only.
3. Modified en route and terminal merge points for increased sequencing time where feasible andcreated runway transitions which merge with RNPs (long side) and ILS/RNP (short side)procedures.
4. Created an altitude window of 17,000-FL230 at the beginning of the common route.5. Satellite flows were segregated from DEN arrivals by creating two separate satellite STARs; one
that serves APA, situated between the two NW DEN STARs and another, west of V4, whichserves northern Denver Metroplex airports.
Figure 1: Current FRNCH/KAILE STARs and MST Proposed NW 1 STAR (en route)
Current STARs MST STAR ATC Only Crossover Flight Tracks
Denver Metroplex Design Package DEN LONGZ (BIVVY) STAR
3
Figure 2: Current FRNCH/KAILE STARs and MST Proposed NW 1 STAR (en route)
Proposed Final Design
Reference the Denver Metroplex Design and Implementation Phase Executive Summary for the
background and rationale on changing from the current 16 DEN STAR system to an 8 DEN STAR system.
An underscore at the end of a waypoint denotes existing waypoint is proposed to be moved, e.g.,
DANDD_.
The Denver Design and Implementation Team proposed the DEN BIVVY STAR.
Design elements and benefits include:
The MST recommended en route crossovers were removed as they were not needed; also to
avoid chart clutter.
The number of MST recommended en route transitions was reduced to two en route transitions
to reduce complexity of sequencing with high speed winds from the northwest over high terrain.
It is anticipated that TBFM will aid in sequencing the multiple arrival streams from ZLC airspace.
Two en route transitions were extended from the MST recommendation to:
o Provide catch points for sequencing
o Aid sequencing to maximize OPD utilization.
New ‘ATC assigned only’ en route transition from RAPEL added for contingency for gate swaps.
This en route transition also serves EGE, CHE, HDN, SBS, RKS, VEL airports.
Current STARs MST STAR ATC Only Crossover Flight Tracks
Denver Metroplex Design Package DEN LONGZ (BIVVY) STAR
4
Waypoints GRAYS added inside beginning of both en route transition waypoints. This was a ZLC
request for sequencing purposes; when the aircraft cannot make the turn back to the beginning
en route transition waypoints, ZLC can request approval to have the aircraft proceed to the next
waypoint before the merge fixes.
The route from LBERT to RAPEL was added to replace the current day EKR stream and for arrival
airspace containment.
Waypoint ELLDO will be part of the route on the BBOCO STAR and will be charted on the BIVVY
STAR to aid in holding as a floating waypoint. The floating waypoint holding pattern at ELLDO
allows the aircraft to navigate to the hold on the opposite STAR during adverse weather
conditions when a single STAR for the northwest may be in use.
A standalone holding waypoint at YYALE will be charted on both northwest DEN BBOCO/BIVVY
STARs for shutoff scenarios.
Current procedures have a holding pattern at a waypoint located inside Rocky Mountain
National Park. This holding was moved west to VESTL waypoint to keep aircraft in holding out of
the National Park.
Restriction at or above 20000 at LONGZ is to optimize the descent profile.
MST recommendation of shortening tracks by routing south of KAILE was not adopted. Existing
routing over KAILE retained to preserve tie in to simultaneous ILS structure.
Adopted MST recommendation of a terminal crossover to the opposite side (east) downwind for
runways 35R to accommodate OPDs, RNPs, and to reduce controller workload.
Adopted the MST recommended runway transitions to runways 25 and 26 to accommodate
OPDs, RNPs, and to reduce controller workload.
MST recommendation of base leg runway transitions to runway 26 was not adopted because it
is not operationally feasible with altitude windows. Runways 25 and 26 runway transitions
mirror 34L/R and 35L runway transitions.
STAR moved in conjunction with the adjacent BBOCO STAR northeast in D01 airspace to de-
conflict from the LMO parachute operations area. MST recommended design was de-conflicted
from the LMO jump zone, but not de-conflicted from the LMO parachute operations area.
Denver Metroplex Design Package DEN LONGZ (BIVVY) STAR
5
Figure 3: D&I Proposed DEN BIVVY STAR (en route)
Figure 4: D&I Proposed DEN BIVVY STAR (terminal)
Denver Metroplex Design Package DEN LONGZ (BIVVY) STAR
6
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Data obtained during industry flight simulations were incorporated into the design in order toprovide the most optimal descent where feasible.
Implementation Dependencies
Zippered/staggered managed feed from ZDV to D01 to protect against potential lateral trackdeviations and reduce controller workload in the terminal environment
Managed flows from adjacent centers
Submissions of procedures listed on front page table
Modifications to ZDV, D01, DEN ATCT facilities internal Standard Operating Procedures
D01/DEN ATCT, D01/ZDV, ZDV/ZLC Letters of Agreement
Airspace modifications:o D01 arrival airspace extensiono ZDV Sectors 13, 77
Ability to transfer assigned landing direction from ERAM to STARS
Controller training
Automation changes
Attachments
TARGETS Output Packages
Flight Simulator Worksheet
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet LONGZ (BIVVY) RNAV STAR
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation Date updated to 6/20/19.
Week of 07/11‐15/2016
WP CAPTJ changed to CAPTJ_ N. CAPTJ_N relocated due to change in RNP IAP to comply with criteria.
DEN Master Design team 2016‐07‐14.tgs
Week of 09/19‐23/2016
RWY07/08/34L/34R/35L transitions removed WP KALME. RWY35R transition removed WP DONTT. RWY25/26 transitions removed WP MACCC. Waypoints were removed on runway transitions to comply with criteria. WP’s HIMOM, CAPT_N, and DOOGG changed turn type to flyovers.
DEN Master Design team 2016‐09‐22.tgs
Week of 11/21‐25/2016
WP CAPTJ_N changed back to CAPTJ. Waiver required for RNP rework.
DEN Master Design team 2016‐11‐21.tgs
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 06/12‐16/2017
WP’s moved to the following locations: GRAYZ N40° 34' 41.06" W107° 40' 31.43" , RAPEL N40° 29' 14.01" W106° 31' 50.34" , TORYS N40° 24' 17.08" W107° 40' 35.34" , and VESTL N40° 25' 54.30" W105° 54' 32.60". WP moves were made to better align fixes for sequencing.
DEN Master Design team 2017‐06‐15.tgs
Denver Metroplex Design Package Change Sheet LONGZ (BIVVY) RNAV STAR
Design Package Template Ver. 9 2
06/28/2017‐ 07/05/2017
WP FLNEL altitude restriction changed from 170B210 to 160B210 for criteria. WP LONGZ altitude restriction amended from AOA FL200 to AOA FL 190 for criteria. WP XCUTV altitude restriction of 120B140 removed for criteria. WP DA123 (name TBD) south of WP XCUTV at N39° 55' 51.26" W104° 37' 28.95" with an altitude restriction of 120B140 for criteria. DEN Master Design Team 2017‐07‐05.tgs
07/20/2017 WP DA123 renamed HDGHG (per email Stephen Martin)
08/08/2017
New WP LEKEE 40113.76/104431.57 placed between SKEWD and HDGHG for RWY 35 with a restriction of AOB120 for protection of RWY 25/26. SKEWD restriction changed to 130B150/250kts from AOB 130/250kts. WP XCUTV restriction removed and made turn point only for Rwys 25/26. WP SWAYN moved to 40136.54/1045154.09 to meet criteria.
08/09/2017 WP HDGHG altitude 120B140 restriction added and repositioned to 395551.26/1043314.89 located between WP SKEWD and WP FFFAT on RWY 35R for airspace protection
08/29/17 D01 Lead Concurrence
08/29/17 DEN Lead Concurrence
8/29/17 ZDV Lead Concurrence
10/18/17 STAR name changed to LONGZ for DATACOMM compliance
Denver Metroplex Design Package Change Sheet LONGZ (BIVVY) RNAV STAR
Design Package Template Ver. 9 3
Figure 1: D&I Proposed DEN BIVVY STAR (en route)
11/1/17 Management lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
Denver Metroplex Design Package Change Sheet LONGZ (BIVVY) RNAV STAR
Design Package Template Ver. 9 4
Figure 2: D&I Proposed DEN BIVVY STAR (terminal)
Figure 3: Revised Proposed Final Design BIVVY STAR (terminal)
Denver Metroplex Design Package Change Sheet LONGZ (BIVVY) RNAV STAR
Design Package Template Ver. 9 5
Figure 4. Revised Proposed Final Design BIVVY STAR (enroute)
Denver Metroplex Design PackageDEN NIIXX STAR
1
Name of Change and Airport/s Change ClassificationDEN NIIXX STAR Terminal Procedure; STAR
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.1.2Problem ID: I1, Z1, Z2, Z3, Z4, Z5, Z8, Z9, Z10,Z11, Z12, Z13, Z14, Z15, Z16, Z17, Z29, D1,D19, D6, D7, D21, T6
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date9/27/2016 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 41, 27, 29, 28, 39, 46, 30D01: AR4DEN ATCTKDEN
DEN CLASH STARDEN QUAIL STAR (conventional up-number)D01 Airspace Changes
Associated Data FilesTARGETS Output PackagesFlight Simulator WorksheetRNAV Pro analysis resultsHITL simulation results
Purpose
The purpose is to reduce the number of STAR changes.
The DEN NIIXX bi-directional STAR replaces the ZPLYN and BOSSS directional STAR design.
MST Identified Issues:
1. Two STARs for north/south runway configurations create pilot and controller task complexitydue to multiple configuration changes at DEN.
2. No dedicated RNAV runway transitions to Runways 7 or 26, which creates additional pilot andcontroller task complexity.
3. Actual flight tracks do not follow current arrival procedures.
Study Team Recommendation
1. RNAV OPD STAR created with runway transitions for north, south, east, and west flows resultingin optimized lateral paths to reduce flight track miles.
2. STAR was shortened for operational flexibility, unused en route transitions were removed, andan en route crossover transition was created, which will be ATC assigned only.
Denver Metroplex Design Package DEN NIIXX STAR
2
3. Modified en route and terminal merge points for increased sequencing time where feasible andcreated runway transitions which merge with RNPs (long side) and ILS/RNP (short side)procedures.
4. Created an altitude window of 17,000-FL230 at the beginning of the common route.
Figure 1: Current ZPLYN/BOSSS STARs and MST Proposed SE 2 STAR (en route)
Current STARs MST STAR ATC Only Crossover Flight Tracks
Denver Metroplex Design Package DEN NIIXX STAR
3
Figure 2: Current ZPLYN/BOSSS STARs and MST Proposed SE 2 STAR (terminal)
Proposed Final Design
Reference the Denver Metroplex Design and Implementation Phase Executive Summary for the
background and rationale on changing from the current 16 DEN STAR system to an 8 DEN STAR system.
An underscore at the end of a waypoint denotes existing waypoint is proposed to be moved, e.g.,
DANDD_.
The Denver Design and Implementation Team proposed the DEN NIIXX STAR.
Design elements and benefits include:
The MST recommended en route crossovers were removed as they were not needed; also to
avoid chart clutter.
The en route transitions were extended from the MST recommendation to:
o Provide catch points for first tier sequencing
o Aid sequencing to maximize OPD utilization.
o To keep aircraft in a single area of specialization
o Extended en route transition from the MST recommendation to existing waypoints
ZIGEE as a catch point for ZAB and HALEN as a catch point for ZKC and because both
waypoints are on the existing STAR.
Current STARs MST STAR ATC Only Crossover Flight Tracks
Denver Metroplex Design Package DEN NIIXX STAR
4
BGEES waypoint at or above 19000 and IDOLL waypoint at or above 26000 waypoint restriction
purpose is to deconflict from COS OZZZY3 RNAV STAR.
Adopted the MST recommendation of making ZIGEE en route transition a straight line to merge
point.
An “ATC assigned only” en route transition was added starting at NARNO waypoint to
accommodate gate swaps from the southwest.
HAGGR waypoint moved closer to DEN to accommodate the requirement to issue a runway
transition 10NM prior to runway transition start point. The altitude window was lowered to
15000 to 20000 as a result of moving HAGGR closer.
Waypoint LYNKN will be part of the route on the CLASH STAR and will be charted on the NIIXX
STAR to aid in holding as a floating waypoint. The floating waypoint holding pattern at LYNKN
allows the aircraft to navigate to the hold on the opposite STAR during adverse weather
conditions when a single STAR for the southeast may be in use.
MST recommendation of shortening tracks by routing north of BOSSS was not adopted. Existing
routing over BOSSS retained to preserve tie in to simultaneous ILS structure.
Added a terminal crossover to the opposite side (west) downwind for runway 16R to
accommodate OPDs, RNPs, and to reduce controller workload.
Added runway transitions to runways 7 and 8 to accommodate OPDs, RNPs, and to reduce
controller workload.
MST recommendation of base leg runway transitions to runway 26 was not adopted because it
is not operationally feasible with altitude windows. Runways 25 and 26 runway transitions
mirror 17L/R runway transitions.
Denver Metroplex Design Package DEN NIIXX STAR
5
Figure 3: D&I Proposed DEN NIIXX STAR (en route)
Denver Metroplex Design Package DEN NIIXX STAR
6
Figure 4: D&I Proposed DEN NIIXX STAR (terminal)
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Data obtained during industry flight simulations were incorporated into the design in order toprovide the most optimal descent where feasible.
Implementation Dependencies
Zippered/staggered managed feed from ZDV to D01 to protect against potential lateral trackdeviations and reduce controller workload in the terminal environment
Managed flows from adjacent centers
Submissions of procedures listed on front page table
Modifications to ZDV, D01, DEN ATCT facilities internal Standard Operating Procedures
D01/DEN ATCT, D01/ZDV, ZDV/ZKC Letters of Agreement
Airspace modifications: D01 arrival airspace extension
Ability to transfer assigned landing direction from ERAM to STARS
Controller training
Automation changes
Denver Metroplex Design Package DEN NIIXX STAR
7
Attachments
TARGETS Output Packages
Flight Simulator Worksheet
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet NIIXX RNAV STAR
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation date updated to 06/20/2019
Week of 09/19‐23/2016
RWY07/08 transition removed WP GAKME. RWY16L/17L&R/25/26 transitions removed WP ROOOL. RWY16R transition WP KOYJA removed. Waypoints were removed on runway transitions to comply with criteria. WP BBOOK, QWIKE, and CLFFF changed turn type to flyover.
DEN Master Design team 2016‐09‐22.tgs
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 06/12‐16/2017
Restriction at WP IDOLL changed from +26000 to +19000. WP NARNO relocated to N38° 22' 55.94" W103° 14' 48.55”. WP BGEES changed to IDOLL which assists with sequencing. ZIGEE en route transition changed to ZIGG‐IDOLL‐NIIXX to assist with sequencing, better facilitate holding, and increase separation from KAPA arrival traffic.
DEN Master Design team 2017‐06‐15.tgs
06/28/2017
WP JAMMM speed restriction changed from 250kts to 240kts for criteria Moved 210kts restriction from WP BOSSS to BSTON to allow equidistant speed reduction WP BSTON repositioned to N39° 20' 30.89" W104° 26' 24.58" for equidistant sequencing
DEN Master Design team 2017‐07‐05.tgs
Denver Metroplex Design Package Change Sheet NIIXX RNAV STAR
Design Package Template Ver. 9 2
08/08/2017
WP HUDPI added to Rwys 16L,17L/R,25,26 for sequencing with SSKII and TBARR arrival downwind. Speed Restriction 230kts added to WP BSTON, WP BOSSS received 210 kts for criteria. WP NIXXX repositioned to 39731.50/1035550.99 to be equidistant with CLASH for ZDV sequencing. WP JAAAM to 394357.46/1042857.43 for airspace protection
DEN Master Design team 2017‐08‐08.tgs
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
11/1/17 Management Lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
Denver Metroplex Design Package Change Sheet NIIXX RNAV STAR
Design Package Template Ver. 9 3
Figure 1: D&I Proposed DEN NIIXX STAR (en route)
Figure 2: D&I Proposed DEN NIIXX STAR (terminal)
Denver Metroplex Design Package Change Sheet NIIXX RNAV STAR
Design Package Template Ver. 9 4
Figure 3: Revised Proposed Final Design NIIXX STAR (terminal)
Denver Metroplex Design Package Change Sheet NIIXX RNAV STAR
Design Package Template Ver. 9 5
Figure 4: Revised Proposed Final Design NIIXX STAR (enroute)
Denver Metroplex Design PackageSatellite PINNR STAR
1
Name of Change and Airport/s Change ClassificationSatellite PINNR STAR Terminal Procedure; STAR
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: NAProblem ID: D2, D3, D17, D18, Z12
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/169/27/2016 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 21, 13, 14D01: SR1, SR2, SR4, DR2KAPA, KBJC, KFTG, KBKF ATCTsKAPA, KBJC, KLMO, KFTG, KFNL, KGXY, KBKF
DEN BBOCO STARSatellite BRNKO STARZDV Airspace Changes
Associated Data FilesTARGETS Output PackagesRNAV Pro analysis resultsHITL simulation results
Purpose
The purpose is to segregate the satellite arrivals from the KDEN arrivals and to optimize OPDs.
MST Identified Issues:
1. APA arrival flows are not segregated from DEN arrivals and impede DEN OPDs.2. Lack of arrival procedures for GXY, FNL, BJC, and LMO airports
Study Team Recommendation
1. Created new satellite RNAV STARs segregated from DEN STARs.2. Satellite STARs were created for path predictability and end with radar vector legs for flexibility.3. For the NW, satellite flows were segregated from DEN STARs by creating two separate STARs;
one that serves APA, situated between the two NW DEN STARs and another, west of V4, whichserves northern Denver satellite airports.
Denver Metroplex Design Package Satellite PINNR STAR
2
Figure 1: MST Proposed NW Satellite STAR
Proposed Final Design
An underscore at the end of a waypoint denotes existing waypoint is proposed to be moved, e.g.,
DANDD_.
The Denver Design and Implementation Team proposed the satellite PINNR STAR, which will service
aircraft from the northwest arrival gate.
Design elements and benefits include:
The MST proposal to segregate satellite arrivals from the DEN STARs was adopted to reduce
sequencing complexity across a diverse fleet mix; however, the two northwest MST
recommended satellite STARs were combined as one northwest satellite STAR.
The Design Team moved the northwest satellite STAR from the MST proposal to a position north
of the two northwest DEN STARs. This moves the arrival further from high MIA areas which aids
descent for general aviation arrivals.
Restriction of at or above 27000 at BANNA is to de-conflict from airspace.
Restriction of at or above 14000 at FFEST is to comply with MIAs.
Restriction of at or above 12000 at PINNR is to comply with MIAs.
Restriction window of 9000 to 11000 at LOVLN is to de-conflict from airspace and serves as a
split point to satellite airports.
BDOWN has an altitude restriction of 8000 and is 3NM prior to the crossing northeast satellite
arrivals on the BRNKO STAR for de-confliction.
Restriction of 9000 at REDZN is to de-conflict from northbound and westbound KDEN
departures.
Transition ending at AAYES serves airports APA, BJC, LMO, and BKF.
Transition ending at BDOWN serves airports FNL, FTG, and GXY.
Denver Metroplex Design Package Satellite PINNR STAR
3
Figure 2: D&I Proposed Satellite PINNR STAR
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01, Satellite ATCTs, and ZDV facilities internal Standard Operating Procedures
D01/Satellite ATCTs and D01/ZDV Letters of Agreement
Airspace modifications: ZDV: Sectors 13, 21, and D01: DR2, SR2
Controller training
Automation changes
Fix pairs
Attachments
TARGETS Output Packages
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet PINNR RNAV STAR
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation Date updated to 06/20/19
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and
will become the signatory.
Week of 03/20‐24/2017
To tie into the SIAPs at KBJC, KBJC runway transitions were created: RWY12L‐REDZN‐DDROP, WP DDROP N40° 08' 02.68" W105° 09' 42.85", WP DDROP has a 9000, 210 kt restriction, and RWY30R‐REDZN‐PYDRT‐ROKXX, ROKXX N39° 58' 52.71" W104° 58' 29.92", WP ROKXX has a 7000, 210 kt restriction.
DEN Master Design team 2017‐03‐21.tgs
Week of 05/08‐12/2017
KBJC RWY transitions to RWY12L and RWY30R removed due to criteria issue. WP REDZN_ relocated to 40° 13' 26.13" W105° 01' 28.25" and restrictions of 10000 and 250 kt. WP PINNR restriction changed to +14000, 250 kt.
DEN Master Design team 2017‐05‐09.tgs
08/08/2017 WP FFEST restriction amended to AOA 140/250kts and WP PINNR amended to AOA 120 no speed restriction for criteria issues. WP AAYES moved to 394312.01/1050443.35 to enhance Class B
protection.
DEN Master Design team 2017‐08‐08.tgs
Week of 08/15‐
08/17/2017
WP REDZN changed speed restriction from 250 kts to 250kts or less to match BRNKO STAR. WP LOVLN changed to TREEZ mitigation for possible confusion with Loveland airport.
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
Denver Metroplex Design Package Change Sheet PINNR RNAV STAR
Design Package Template Ver. 9 2
Figure 1: D&I Proposed Satellite PINNR STAR
11/1/17 Management Lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
7/10/19 TREEZ WP changed to TINGE, FFEST altitude at or above 140 at 250K added. At or above 170 added at HAMIC and at or above
FL270 added at BANNA
7/24/19 WP HAMIC removed and replaced with CHOTS
Denver Metroplex Design Package Change Sheet PINNR RNAV STAR
Design Package Template Ver. 9 3
Figure 2: Proposed Final Design PINNR STAR (terminal)
Figure 3: Proposed Final Design PINNR STAR (enroute)
Denver Metroplex Design PackageDEN SSKII STAR
1
Name of Change and Airport/s Change ClassificationDEN SSKII STAR Terminal Procedure; STAR
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.1.3Problem ID: I1, Z1, Z2, Z3, Z4, Z5, Z8, Z9, Z10,Z11, Z12, Z13, Z14, Z15, Z16, Z17, Z29, D1,D19, D6, D7, D21, T6
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 12, 26, 25, 65, 37, 38/64(combined)D01: AR1DEN ATCTKDEN
DEN POWDR STAR (conventional up-number)DEN TBARR STARD01 Airspace Changes
Associated Data FilesTARGETS Output PackagesFlight Simulator WorksheetRNAV Pro analysis resultsHITL simulation results
Purpose
The purpose is to reduce the number of STAR changes.
The DEN SSKII bi-directional STAR replaces the TELLR and CREDE directional STAR design.
MST Identified Issues:
1. Two STARs for north/south runway configurations create pilot and controller task complexitydue to multiple configuration changes at DEN.
2. No dedicated RNAV runway transitions to Runways 7 or 26, which creates additional pilot andcontroller task complexity.
3. Actual flight tracks do not follow current arrival procedures.
Study Team Recommendation
1. RNAV OPD STAR created with runway transitions for north, south, east, and west flows resultingin optimized lateral paths to reduce flight track miles.
2. STAR was shortened for operational flexibility, unused en route transitions were removed, andan en route crossover transition was created, which will be ATC assigned only.
Denver Metroplex Design Package DEN SSKII STAR
2
3. Modified en route and terminal merge points for increased sequencing time where feasible and created runway transitions which merge with RNPs (long side) and ILS/RNP (short side) procedures.
4. Created an altitude window of 17,000-FL230 at the beginning of the common route. 5. The proposed JNETT (A052), HAQHY (A050) and HBU (A104) transitions are for ski airports and
are restricted to at or below FL260.
Figure 1: Current CREDE/TELLR STARs and MST Proposed SW 2 STAR (en route)
Current STARs MST STAR ATC Only Crossover Flight Tracks
Denver Metroplex Design Package DEN SSKII STAR
3
Figure 2: Current CREDE/TELLR STARs and MST Proposed SW 2 STAR (terminal)
Proposed Final Design
Reference the Denver Metroplex Design and Implementation Phase Executive Summary for the
background and rationale on changing from the current 16 DEN STAR system to an 8 DEN STAR system.
An underscore at the end of a waypoint denotes existing waypoint is proposed to be moved, e.g.,
DANDD_.
The Denver Design and Implementation Team proposed the DEN SSKII STAR.
Design elements and benefits include:
The MST recommended en route crossovers were removed as they were not needed; also to
avoid chart clutter.
Three en route transitions were extended from the MST recommendation to:
o Provide catch points for sequencing
o Aid sequencing prior to top of descent to allow earlier issuing of descend via clearance
without need for later vectoring
HAQHY, WUNZE, FACCE en route transitions with restrictions at or below 26000 are low altitude
catch points.
An “ATC assigned only” en route transition exists starting at BOWLL as a contingency for gate
swaps with the northwest gate.
Current STARs MST STAR ATC Only Crossover Flight Tracks
Denver Metroplex Design Package DEN SSKII STAR
4
MST proposed A104 en route transition was moved north to alleviate NAVAID use and to reduce
track miles.
Dogleg at CHOTS was added to aid in sequencing.
Restriction at or above 20000 at SSKII replaced the restriction at or above 22000 at TUCKK.
BGDEE waypoint moved closer to DEN to accommodate the requirement to issue a runway
transition 10NM prior to runway transition start point. The altitude window was lowered to a
block of 17000 to 21000 as a result of moving BDGEE closer.
A standalone holding waypoint at CRUDD will be charted on both southwest DEN TBARR and
SSKII STARs for shutoff scenarios.
Waypoint LIFTE will be part of the route on the TBARR STAR and will be charted on the SSKII
STAR to aid in holding as a floating waypoint. The floating waypoint holding pattern at LIFTE
allows the aircraft to navigate to the hold on the opposite STAR during adverse weather
conditions when a single STAR for the southwest may be in use.
MST recommendation of shortening tracks by routing north of TELLR was not adopted. Existing
routing over TELLR retained to preserve tie in to simultaneous ILS structure.
Added a terminal crossover to the opposite side (east) downwind for runways 17L/R to
accommodate OPDs, RNPs, and to reduce controller workload.
Added runway transitions to runways 25 and 26 to accommodate OPDs, RNPs, and to reduce
controller workload.
MST recommendation of base leg runway transitions to runway 7 was not adopted because it is
not operationally feasible with altitude windows. Runways 7 and 8 runway transitions mirror
16L/R runway transitions.
Denver Metroplex Design Package DEN SSKII STAR
5
Figure 3: D&I Proposed DEN SSKII STAR (en route)
Figure 4: D&I Proposed DEN SSKII STAR (terminal)
Denver Metroplex Design Package DEN SSKII STAR
6
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Data obtained during industry flight simulations were incorporated into the design in order toprovide the most optimal descent where feasible.
Implementation Dependencies
Zippered/staggered managed feed from ZDV to D01 to protect against potential lateral trackdeviations and reduce controller workload in the terminal environment
Managed flows from adjacent centers
Submissions of procedures listed on front page table
Modifications to ZDV, D01, DEN ATCT facilities internal Standard Operating Procedures
D01/DEN ATCT, D01/ZDV, ZDV/ZLC, ZDV/ZAB, and ZDV/ZLA Letters of Agreement
Airspace modifications: D01 arrival airspace extension
Ability to transfer assigned landing direction from ERAM to STARS
Controller training
Automation changes
Attachments
TARGETS Output Packages
Flight Simulator Worksheet
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet SSKII RNAV STAR
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation date updated to 06/20/19
Week of 08/08‐12/2016
Holding at WP KTOOO changed to left turns.
DEN Master Design team 2016‐08‐17.tgs
Week of 09/19‐23/2016
RWY07/08/16L&R transition removed WP KOYJA. RWY17L&R transition removed WP ROOOL. RWY25/26 transition removed WP JMNEZ. Waypoints were removed on runway transitions to comply with criteria. WP CLFFF, QWIKE, and JIBAT changed turn type to flyover.
DEN Master Design team 2016‐09‐22.tgs
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
03/17/2017 Holding pattern at KTOOO changed to right turns
Week of 06/19‐21/2017
BGDEE moved to N39° 25' 00.28" W105° 25' 16.91" be equidistant from merge point as MNARK on TBARR STAR ABASN moved to W106° 34' 51.72" W106° 34' 51.72" be equidistant from merge point as MNARK on TBARR STAR BOWLL transition is to be “ATC assigned only” . Transition developed for wx events etc.
DEN Team Master 2017‐06‐21.tgs
06/28/2017‐07/05/2017
WP KUNCH speed restriction changed from 250kts to 240kts for criteria.
Den Team Master 2017‐07‐05.tgs
Denver Metroplex Design Package Change Sheet SSKII RNAV STAR
Design Package Template Ver. 9 2
Figure 1: D&I Proposed DEN SSKII STAR (en route)
Week of 8/29/17
D01 Lead Concurrence
Week of 8/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
11/1/17 Management Lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
10/31/18 RDDL inserted between KUNCH and CLFFF for crossover common
point, WP225 added to move crossover from downwinds
02/26/19 Management Lead Changed to John Connolly
03/06/19 WP225 named ZATUT, KUNCH WP name changed to EPPIC
05/23/19 TAACO WP added between PIGSE and SNOEE to terminate in ZDV
07/24/19 WP CHOTS removed and replaced with WP HAMIC
Denver Metroplex Design Package Change Sheet SSKII RNAV STAR
Design Package Template Ver. 9 3
Figure 2: D&I Proposed DEN SSKII STAR (terminal)
Figure 3: Revised Proposed Final Design SSKII STAR (terminal)
Denver Metroplex Design Package Change Sheet SSKII RNAV STAR
Design Package Template Ver. 9 4
Figure 4: Revised Proposed Final Design SSKII STAR (enroute)
Denver Metroplex Design PackageDEN TBARR STAR
1
Name of Change and Airport/s Change ClassificationDEN TBARR STAR Terminal Procedure; STAR
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: 4.3.1.3Problem ID: I1, Z1, Z2, Z3, Z4, Z5, Z8, Z9, Z10,Z11, Z12, Z13, Z14, Z15, Z16, Z17, Z29, D1,D19, D6, D7, D21, T6
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 12, 26, 25, 65, 37, 38/64(combined)D01: AR1DEN ATCTKDEN
DEN LARKS STAR (conventional up-number)DEN SSKII STARSatellite ZOMBZ STARD01 Airspace Changes
Associated Data FilesTARGETS Output PackagesFlight Simulator WorksheetRNAV Pro analysis resultsHITL simulation results
Purpose
The purpose is to reduce the number of STAR changes.
The DEN TBARR bi-directional STAR replaces the LDORA and PEEKK directional STAR design.
MST Identified Issues:
1. Two STARs for north/south runway configurations create pilot and controller task complexitydue to multiple configuration changes at DEN.
2. No dedicated RNAV runway transitions to Runways 7 or 26, which creates additional pilot andcontroller task complexity.
3. Actual flight tracks do not follow current arrival procedures.
Study Team Recommendation
1. RNAV OPD STAR created with runway transitions for north, south, east, and west flows resultingin optimized lateral paths to reduce flight track miles.
2. STAR was shortened for operational flexibility, unused en route transitions were removed, andan en route crossover transition was created, which will be ATC assigned only.
Denver Metroplex Design Package DEN TBARR STAR
2
3. Modified en route and terminal merge points for increased sequencing time where feasible and created runway transitions which merge with RNPs (long side) and ILS/RNP (short side) procedures.
4. Created an altitude window of 17,000-FL230 at the beginning of the common route. 5. Proposed route may be in conflict with the ZOMBZ satellite STAR and will need review during
D&I.
Figure 1: Current PEEKK/LDORA STARs and MST Proposed SW 1 STAR (en route)
Current STARs MST STAR ATC Only Crossover Flight Tracks
Denver Metroplex Design Package DEN TBARR STAR
3
Figure 2: Current PEEKK/LDORA STARs and MST Proposed SW 1 STAR (terminal)
Proposed Final Design
Reference the Denver Metroplex Design and Implementation Phase Executive Summary for the
background and rationale on changing from the current 16 DEN STAR system to an 8 DEN STAR system.
An underscore at the end of a waypoint denotes existing waypoint is proposed to be moved, e.g.,
DANDD_.
The Denver Design and Implementation Team proposed the DEN TBARR STAR.
Design elements and benefits include:
The MST recommended en route crossovers were removed as they were not needed; also to
avoid chart clutter.
Three en route transitions were extended from the MST recommendation to:
o Provide catch points for sequencing
o Aid sequencing prior to top of descent to allow earlier issuing of descend via clearance
without need for later vectoring
WUNZE en route transition with restrictions at or below 26000 is a low altitude catch point.
Current STARs MST STAR ATC Only Crossover Flight Tracks
Denver Metroplex Design Package DEN TBARR STAR
4
MST proposed A041 en route transition was moved north to segregate from the satellite ZOMBZ
STAR.
An “ATC assigned only” en route transition exists starting at NVVER as a contingency for gate
swaps with the southeast gate.
Restrictions at or above 28000 at SRALP and BBRRO are to de-conflict from ASE arrivals and ZDV
low sectors.
A standalone holding waypoint at CRUDD will be charted on both southwest DEN TBARR and
SSKII STARs for shutoff scenarios.
Waypoint KTOOO will be part of the route on the SSKII STAR and will be charted on the TBARR
STAR to aid in holding as a floating waypoint. The floating waypoint holding pattern at KTOOO
allows the aircraft to navigate to the hold on the opposite STAR during adverse weather
conditions when a single STAR for the southwest may be in use.
MST recommendation of shortening tracks by routing north of LDORA was not adopted. Existing
routing over LDORA retained to preserve tie in to simultaneous ILS structure.
Added a terminal crossover to the opposite side (east) downwind for runways 17L/R to
accommodate OPDs, RNPs, and to reduce controller workload.
Added runway transitions to runways 25 and 26 to accommodate OPDs, RNPs, and to reduce
controller workload.
Restriction at or below 15000 at BDIVN waypoint de-conflicts from DEN south gate departures
on the SOLAR SID.
MST recommendation of base leg runway transitions to runway 7 was not adopted because it is
not operationally feasible with altitude windows. Runways 7 and 8 runway transitions mirror
16L/R runway transitions.
Denver Metroplex Design Package DEN TBARR STAR
5
Figure 3: D&I Proposed DEN TBARR STAR (en route)
Denver Metroplex Design Package DEN TBARR STAR
6
Figure 4: D&I Proposed DEN TBARR STAR (terminal)
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Data obtained during industry flight simulations were incorporated into the design in order toprovide the most optimal descent where feasible.
Implementation Dependencies
Zippered/staggered managed feed from ZDV to D01 to protect against potential lateral trackdeviations and reduce controller workload in the terminal environment
Managed flows from adjacent centers
Submissions of procedures listed on front page table
Modifications to ZDV, D01, DEN ATCT facilities internal Standard Operating Procedures
D01/DEN ATCT, D01/ZDV, ZDV/ZLC, ZDV/ZAB, and ZDV/ZLA Letters of Agreement
Airspace modifications: D01 arrival airspace extension
Ability to transfer assigned landing direction from ERAM to STARS
Controller training
Automation changes
Attachments
TARGETS Output Packages
Flight Simulator Worksheet
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Change Sheet TBARR STAR
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation date updated to 06/20/19
Week of 09/19‐23/2016
WP name change, SUMMR changed to SMITN so SUMMR could be utilized as South SID name. RWY07/08/16L&R transition removed WP KOYJA. RWY17L&R transition removed WP ROOOL. RWY25/26 transition removed WP JMNEZ. Waypoints were removed on runway transitions to comply with criteria. WP CLFFF, QWIKE, and JIBAT changed turn type to flyover.
DEN Master Design team 2016‐09‐22.tgs
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
Week of 06/19‐21/2017
WP LIFTE repositioned N38° 53' 06.51” W105° 52' 46.66" for equidistant sequencing with SSKII arrival WP NVVER repositioned N37° 40' 49.33"W106° 31' 01.41" for equidistant sequencing with SSKII arrival WP BBRRO repositioned N38° 39' 10.18" W106° 14' 09.27" for equidistant sequencing with SSKII arrival. WP MNARK repositioned N39° 17' 05.40" W105° 15' 08.77" for equidistant sequencing with SSKII arrival NVVER transition is “ATC assigned only”
Denver Metroplex Design Package Change Sheet TBARR STAR
Design Package Template Ver. 9 2
GNDLA transition moved to join SHNPS transition at BBRRO to enhance sequencing WP SMITN and WP SRALP removed from procedure WP BBROO altitude restriction changed from AOA280 to AOA FL270 NVVER Holding Pattern changed from right turns to left turns to obtain greater sector containment
DEN Team Master 2017‐06‐21.tgs
06/28/2017‐ 07/05/2017
WP KUNCH speed restriction changed from 250kts to 240kts for criteria.
DEN Team Master 2017‐07‐05.tgs
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
11/1/17 Management Lead changed to Mark Phipps
Denver Metroplex Design Package Change Sheet TBARR STAR
Design Package Template Ver. 9 3
Figure 1. Original Proposed D&I Proposed TBARR STAR (enroute)
6/8/18 Implementation date changed to 3/26/2020
10/31/18 RDDVL inserted betweek KUNCH and CLFFF for crossover common point, WP225 added to move
crossover from downwinds
02/26/19 Management Lead Changed to John Connolly
03/06/19 WP225 Named ZATUT and KUNCH changed to
EPPIC
Denver Metroplex Design Package Change Sheet TBARR STAR
Design Package Template Ver. 9 4
Figure 2. Original D&I Proposed TBARR STAR (Terminal)
Denver Metroplex Design Package Change Sheet TBARR STAR
Design Package Template Ver. 9 5
Figure 3: Revised Proposed Final Design TBARR STAR (terminal)
Denver Metroplex Design Package Change Sheet TBARR STAR
Design Package Template Ver. 9 6
Figure 4: Revised Proposed Final Design TBARR STAR (enroute)
Denver Metroplex Design PackageSatellite ZOMBZ STAR (up-number)
1
Name of Change and Airport/s Change ClassificationSatellite ZOMBZ STAR (up-number) Terminal Procedure; STAR
Metroplex Study Team Reference(s) Current Phase of DesignStudy Team Final Report: NAProblem ID: NA
Preliminary Design (PD)Proposed Final Design (PFD)
Package Date Implementation Date6/8/16 3/29/2018
Affected Airport(s), Facilities and Positions,Areas, and/or Sectors Related/Dependent Submissions
ZDV Sectors: 25, 65, 26D01: SR4KAPA, KBKF, FTG ATCTsKAPA, KBKF, KFTG
DEN TBARR STARSatellite DUNNN STAR (up-number)D01 Airspace Changes
Associated Data FilesTARGETS Output PackagesRNAV Pro analysis resultsHITL simulation results
Purpose
The purpose is to optimize the satellite ZOMBZ STAR.
Study Team Recommendation
Proposed DEN SW 1 STAR route may be in conflict with the ZOMBZ satellite STAR and will need reviewduring D&I.
Denver Metroplex Design Package Satellite ZOMBZ STAR (up-number)
2
Figure 1: Current Satellite ZOMBZ STAR
Proposed Final Design
An underscore at the end of a waypoint denotes existing waypoint is proposed to be moved, e.g.,
DANDD_.
The Denver Design and Implementation Team proposed the satellite ZOMBZ STAR.
Design elements and benefits include:
STIFS en route transition moved to the east to de-conflict from the KDEN TBARR STAR.
Restriction at DRAGR at or above 28000 is to de-conflict from ASE arrivals and airspace.
Restriction at CRWLR at or above 16000 is for D01 airspace containment and to de-conflict from
terrain.
Denver Metroplex Design Package Satellite ZOMBZ STAR (up-number)
3
Figure 2: D&I Proposed Satellite ZOMBZ STAR (en route)
Additional Design Considerations
Validation through a Human-in-the-Loop simulation (HITLs) is anticipated.
Implementation Dependencies
Submissions of procedures listed on front page table
Modifications to D01, Satellite ATCTs, and ZDV facilities internal Standard Operating Procedures
D01/Satellite ATCTs, and D01/ZDV Letters of Agreement
Airspace modifications: D01 AR1
Controller training
Automation changes
Attachments
TARGETS Output Packages
RNAV Pro analysis results
HITL simulation results
Denver Metroplex Design Package Satellite ZOMBZ STAR (up-number)
4
Denver Metroplex Design Package Change Sheet ZOMBZ RNAV STAR
Design Package Template Ver. 9 1
OAPM Design Package Change Control Sheet
Date Description FAA
Co‐Lead Initials
NATCA Co‐Lead Initials
09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and will become the signatory.
09/07/2016 Implementation date updated to 06/20/19
01/10/2017 Cheryl Zibrowski replaced Mark Phipps as the FAA D&I Lead and will become the signatory.
08/08/2017
WP DRAGR restriction of AOA FL280 removed determined no longer required.
DEN Master Design team 2017‐08‐08.tgs
Week of 08/29/17
D01 Lead Concurrence
Week of 08/29/17
DEN Lead Concurrence
Week of 8/29/17
ZDV Lead Concurrence
11/1/17 Management Lead changed to Mark Phipps
6/8/18 Implementation date changed to 3/26/2020
2/26/19 Management Lead Changed to John Connolly
9/30/19 STAR terminated at XPATH at 110 for transition to GPS or ILS landing
APA
Denver Metroplex Design Package Change Sheet ZOMBZ RNAV STAR
Design Package Template Ver. 9 2
Figure 1: D&I Proposed Satellite ZOMBZ STAR
Figure 2: Revised Proposed Final Design ZOMBZ STAR (terminal)
Denver Metroplex Design Package Change Sheet ZOMBZ RNAV STAR
Design Package Template Ver. 9 3
Figure 3: Revised Proposed Final Design ZOMBZ STAR (enroute)