L30 Controller and commercial flight crew voiced concern regarding continued confusion reference the altitude assignments and crossing restrictions on several LAS RNAV SIDs.
Synopsis
L30 Controller and commercial flight crew voiced concern regarding continued confusion reference the altitude assignments and crossing restrictions on several LAS RNAV SIDs.
Narrative
A B737 called up on the Shead7 departure climbing to 7;000. The departure itself states to climb to FL190 with clearly stated restrictions along the way. The first restriction being ROPPR at 7;000; approaching MDDOG the B737 asked for higher and I said negative expect higher in 8-9 miles because he should have crossed MDDOG at 9;000. Once I saw he was still at 7;000 I climbed him to 11;000 to get him climbing above the MVA which is 10;000 and keep him below the inbound traffic descending to 12;000 and gave him a traffic alert. I informed the pilot via the departure he should have been climbing to FL190 via the departure and he stated he was issued 7;000 and no higher. Recommendation; since the new procedures of climbing all aircraft to FL190 on departure with restrictions has been implemented a couple months ago many pilots have made this mistake. Many different altitudes have been stated on departure. An effort needs to be made on the controllers and pilots part to get a uniform altitude report on initial call up.
Second reporter narrative
This event started with negative PDC. I obtained clearance verbally; 'Cleared to destination SHEAD7 OAL transition squawk XXXX.' There was no altitude included. I mistakenly put 7;000 FT in the altitude window. The little box at the bottom of the plate showed FL190. Captain did a complete departure brief including crossing altitudes. I said we were cleared to 7;000 FT; a mistake. We did not catch the FL190 at that time. On departure; I checked in with Departure with current altitude climbing to 7;000 FT. This was acknowledged. I continued to believe it to be correct clearance. After passing ROPER at 7;000 FT; I asked for higher. ATC immediately responded with; 'Negative; higher in 8 or 9 miles.' Sometime before we could not make the MADOG 9;000 FT restriction; the Controller advised us we should be climbing via and to climb unrestricted to FL190. We missed the MADOG restriction but made TAARK at 11;000 FT. ATC issued a low altitude alert somewhere after MADOG; but we were in an aggressive climb by that time. Preventative Measures: I'd prefer that ATC clearance continue to issue initial altitude in PDCs or verbal clearance issuance. Notwithstanding that the altitude is on the plate. Typically when I get a clearance without initial altitude; I will call Clearance to confirm. I did not do it in this case.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.