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been responsible for a loss of separation
between aircraft, and have frequently resulted
in the controller being charged with an operational
error. What the pilot wants to do does
not always conform to ATC handbook requirements,
and occasionally is contrary to good
ATC practices. Allowing pilots to deviate from
standard routes greatly diminishes the
controller’s ability to effectively provide
positive separation between aircraft—the
separation provided by the standard route
structure suddenly does not apply. Aircraft
can easily enter the adjacent controller’s
airspace without coordination due to the sheer
volume of traffic and distractions. There is
little time to coordinate new headings and
routes with other ATC facilities because of
frequency and interphone congestion.
A controller may also be unable to stop other
traffic from entering his/her airspace right
away due to coordination requirements.
Traffic flow can’t be turned on and off like a
faucet.
One controller involved in an operational
error reported that “…at the time of the
incident I was working 22 plus aircraft with
extreme weather conditions causing deviations
and altitude changes…frequency
congestion was a factor…” —a loss of
separation occurred.
The more aircraft that are deviating, the more
problems the controller must contend with;
the controller’s ability to provide positive
control to all aircraft under extreme conditions
may be compromised. It’s like having a tiger
by the tail and you’re afraid to let go.
The controller does not have authorization to
use less-than-standard-separation, except in
emergencies. When confronted with situations
that limit their ability to provide positive
control to all IFR aircraft, controllers encounter
an increased risk of operational error.
Operational errors are taken very seriously by
the controller and the FAA. They may result
in the controller being “off the boards” from
two days to two weeks, and sometimes longer
while the investigation and recertification
process is conducted.
Pilot’s Perspective
The number one priority for the pilot is safety.
A request to deviate around weather is based
on known factors that tell the flight crew some
sort of action is necessary to remain clear of
the adverse weather conditions ahead—for the
well-being of the aircraft and its occupants.
Pilots may believe that controllers do not
appreciate the risks that confront pilots in
heavy weather.
One pilot who was not allowed to deviate
around a thunderstorm system reported,
“…I believe the situation occurred because
ATC procedures do not change with the
changing weather…controllers should be
given ground instruction in the effects of
thunderstorms and windshears.”
Many pilots believe there should be enough
flexibility in the system to handle these
adverse situations. They feel that if coordination
with the next controller is necessary to
allow an aircraft to deviate around weather,
then the controller should go ahead and do it.
The pilot does not want to play twenty questions
before the deviation is finally approved.
The pilot may also be reluctant to declare an
emergency when the request to deviate is
denied. One reporter claims that a “…request
to squawk 7700 is an invitation to paperwork.”
ASRS Directline 15
Between a Rock and a Hard Place continued…
SomeExamples…
Restricted Airspace
An air carrier flight on an airway wanted to
deviate to the left around a large thunderstorm,
but the controller was reluctant because
of a nearby restricted area.
“…we encountered a large area of thunderstorms
on our route…[and]…advised Los
Angeles Center that deviations would be
necessary. We requested and had approved
an easterly heading which would keep us
north of the weather. Center appeared to be
concerned that our required deviations
might eventually cause a conflict with
Edward’s restricted airspace…while we
continued to deviate to remain clear of
weather, we told Center several times that
we could not turn right…Center’s only
concern seemed to be to keep us away from
restricted airspace…we now had weather on
both sides of us…Center said we could not
enter the restricted airspace. The Captain
declared an emergency…we were then told
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