metroplexenvironmental.commetroplexenvironmental.com › docs › denver_metroplex › N... · 11/18/2019 · 1 1.0 The Metroplex Initiative In September 2009, the Federal Aviation

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

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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.

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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

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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.

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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

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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

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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

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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

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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


2/26/19 Management Lead Changed to John Connolly


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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




D01: FRDEN ATCTKDEN

DEN BOCCO STARDEN BIVVY STARDEN SSKII STARDEN TBARR STAR


Purpose

Purpose is to optimize and reduce track miles of the RNP approach.


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.



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.


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Figure 1: D&I Proposed DEN RNP RWY 26


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


Figure 1: Original D&I Proposed Design DEN RNP RWY26



Co‐Lead Initials


09/06/16 Mark Ostronic replaced Chris Thomas as NATCA D&I Lead


01/10/17 Cheryl Zibrowski replaced Mark Phipps as FAA D&I Lead

Week of 08/29/17


Week of 08/29/17





Denver Metroplex Design PackageDEN BAYLR SID

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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




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

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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)


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Figure 2: Current and MST Proposed DEN BAYLR SIDs (en route)


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.


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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)


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Figure 4: D&I Proposed DEN BAYLR SID (en route)


Validation through a Human-in-the-Loop simulation (HITLs) is anticipated. Implementation Dependencies


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




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


Week of 08/29/17


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




05/23/19 BAYLR restriction changed to at or above 170



Figure 1. Proposed Final Design BAYLR SID (terminal)

Figure 2: D&I Proposed DEN BAYLR SID (en route)



Figure 3. Revised Proposed Final Design BAYLR SID (terminal)



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




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


Purpose


The DEN YOKES SID proposal is an up-number of the existing procedure.




2




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)


3

Figure 2: Current and MST Proposed DEN YOKES SIDs (en route)





The Denver Design and Implementation Team proposed the DEN YOKES SID up-number. The MST’s




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.


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)


5

Figure 4: D&I Proposed DEN YOKES SID (en route)





Modifications to D01, DEN ATCT, and ZDV facilities internal Standard Operating Procedures


Requires airspace modifications to D01 FR South Dump airspace modifications (SW corner)

Controller training

Automation changes

Attachments




Denver Metroplex Design Package Change Sheet CHUWY SID (YOKES)



Date Description FAA 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".



09/07/2016 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.



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_.


Week of 03/20‐24/2017

WP WAZEE_ renamed WAZEE_1.


8/8/17 WP ROYYL and MUGBE altitude restriction changed to AOB 100 at

Industry request

Week of 08/29/17


Week of 08/29/17




Figure 1. Original D&I Proposed DEN YOKES SID (terminal)

Week of 8/29/17


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



5/23/19 Block altitudes at NKATA, CAAZZ, ROYYL, MUGBE changed to at or below

100. ROYYL moved to current location



Figure 2. Original D&I Proposed DEN YOKES SID (enroute)



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




ZDV Sectors: 4, 5, 6D01: DR1DEN ATCTKDEN

DEN COORZ SIDDEN ROCKIES SID (conventional up-number)Satellite WNGSS SID


Purpose


The DEN CONNR SID proposal is an up-number of the existing procedure.




Denver Metroplex Design Package DEN CONNR SID

2





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)


3

Figure 2: Current and MST Proposed DEN CONNR SIDs (en route)





The Denver Design and Implementation Team proposed the DEN CONNR SID up-number. The MST’s




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.


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)


5

Figure 4: D&I Proposed DEN CONNR SID (en route)







Requires airspace modifications to D01 FR airspace (NE, NW corners)

Controller training

Automation changes

Fix pairs for Q-Routes

Airspace Modification not anticipated

Attachments




Denver Metroplex Design Package Change Sheet CONNR SID




Co‐Lead Initials



09/07/2016 Implementation date updated to 6/20/19


Week of 01/23‐27/2017

Restriction at WP FOAMS was changed to +7000/‐10000 due to criteria.


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


Week of 08/29/17


Week of 8/29/17


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



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



Figure 1. Original D&I Proposed CONNR SID (terminal)

Figure 2: Original D&I Proposed CONNR SID (enroute)



Figure 3. Revised Proposed Final Design CONNR SID (terminal)



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




ZDV Sectors: 5, 6D01: DR1DEN ATCTKDEN

DEN CONNR SIDSatellite WNGSS SID


Purpose


The DEN COORZ SID proposal is an up-number of the existing procedure.



Denver Metroplex Design Package DEN COORZ SID

2






Figure 1: Current and MST Proposed DEN COORZ SID (terminal)


3

Figure 2: Current and MST Proposed DEN COORZ SIDs (en route)





The Denver Design and Implementation Team proposed the DEN COORZ SID up-number. The MST’s




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.


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)


5

Figure 4: D&I Proposed DEN COORZ SID (en route)





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




Denver Metroplex Design Package Change Sheet COORZ SID




Co‐Lead Initials





Week of 01/23‐27/2017

Restriction at WP FOAMS was changed to +7000/‐10000 due to criteria.


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.


Week of 08/29/17


Week of 08/29/17


Week of 8/29/17


9/28/17 WP FOAMS altitude restriction changed to 080B100 from 070B100 for protection of Satellite airspace




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



Figure 1: D&I Proposed DEN COORZ SID (terminal)

Figure 2: D&I Proposed DEN COORZ SID (enroute)



Figure 3. Revised Proposed Final Design COORZ SID (terminal)



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





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


Purpose


The DEN YAMMI SID proposal is an up-number of the existing procedure.




2

Denver Metroplex Design PackageDEN DDRTH (YAMMI) SID






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




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.


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





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)




Co‐Lead Initials


Week of 08/15‐19/2016





Week of 09/19‐23/2016

WP SMITN changed to OPPEE and relocated to N41° 27' 33.07"W106° 14' 42.09".


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.



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_.




Week of 03/20‐24/2017


Week of 05/08‐12/2017

Restriction at SHICK_ changed to +13000 to deconflict from BRNKO STAR.


Week of 06/19‐21/2017

WP SOLLO relocated to N40° 27' 56.55" W104° 50' 42.61" for criteria.


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


Week of 08/29/17


Week of 08/29/17


Week of 8/29/17


9/28/17

WP CAAZZ/ WP NKATA/WP ROYYL/WP MUGBE altitude restriction changed to 080B100 from AOB 100 for protection of

Satellite airspace




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



Figure 1. Original D&I Proposed DEN YAMMI SID (terminal)

Figure 2. Original D&I Proposed DEN YAMMI SID (enroute)



Figure 3: Revised Proposed Final Design DDRTH SID (terminal)



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




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.


There was no Study Team recommendation for the satellite ECHOO SID.



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


None



Modifications to D01, Satellite ATCTs, and ZDV facilities internal Standard Operating Procedures

D01/Satellite ATCT and D01/ZDV Letters of Agreement


Controller training

Automation changes

Fix pairs

Attachments



Denver Metroplex Design Package Change Sheet ECHOO SID




Co‐Lead Initials




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".



Week of 01/23‐27/2017

Altitude restriction of +8000 added at WP BAPME for criteria.


06/28/2017‐07/05/2017

Added Runway transitions for Satellite Airports for criteria


08/08/17 At or below FL190 added to procedure but will not be charted

unless required

Week of 08/29/17


Week of 08/29/17


Week of 8/29/17





3/6/19 Altitude at BAPME changed to at 8000

7/10/19 Enroute transition changed to WYNDM from SAWKI



Figure 1: D&I Proposed Satellite ECHOO SID



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




ZDV Sectors: 7, 17, 18, 19, 61D01: DR3DEN ATCTKDEN

DEN EXTAN SIDDEN SCAGS SIDDEN SHOJO SIDDEN SOLAR SIDDEN STAKR SIDSatellite ECHOO SIDD01 Airspace Changes


Purpose


The DEN EPKEE SID proposal is an up-number of the existing procedure.




Denver Metroplex Design Package DEN EPKEE SID

2




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)


3

Figure 2: Current and MST Proposed DEN EPKEE SID SIDs (en route)





The Denver Design and Implementation Team proposed the DEN EPKEE SID up-number. The MST’s




The waypoint KIDNG_ was moved to serve as a single initial departure fix (IDF) for all runways


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


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)


5

Figure 4: D&I Proposed DEN EPKEE SID (en route)






D01/DEN ATCT, D01/ZDV, and ZDV/ZKC Letters of Agreement

Airspace modifications: D01 FR (NE North Dump)

Controller training

Automation changes

Attachments




Denver Metroplex Design Package Change Sheet EPKEE SID




Co‐Lead Initials





Week of 01/23‐27/2017

WP KIDNG_ renamed KRAVN. Restriction changed to 7000/10000 for criteria.


Week of 08/29/17


Week of 08/29/17


Week of 8/29/17


9/28/17 WP KRAVN altitude restriction changed to 080B100 from 070B100





7/10/19 EPKEE redesigned with existing procedure in terminal airspace and new transition in enroute airspace to provide separation from

COUGAR MOA



Figure 1. Original D&I Proposed EPKEE SID (terminal)



Figure 2. Original D&I proposed EPKEE SID (enroute)

Figure 3: Revised Proposed Final Design EPKEE SID (terminal)



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





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


Purpose


The DEN RIKKK SID proposal is an up-number of the existing procedure.




2







Figure 1: Current and MST Proposed DEN RIKKK SID (terminal)


3

Figure 2: Current and MST Proposed DEN RIKKK SID (en route)





The Denver Design and Implementation Team proposed the DEN RIKKK SID up-number. The MST’s






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.


4

Figure 3: D&I Proposed DEN RIKKK SID (terminal)

Figure 4: D&I Proposed DEN RIKKK SID (en route)

5






Modifications to D01, DEN ATCT, facilities internal Standard Operating Procedures


Requires airspace modifications to D01 FR south dump airspace modifications (SW corner)

Controller training

Automation changes

Attachments




Denver Metroplex Design Package Change Sheet EXWNG SID (RIKKK)




Co‐Lead Initials


Week of 08/15‐19/2016





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.



Week of 01/23‐27/2017

WP ROYYL_ restriction changed to 7000/10000 for criteria. WP MUGBE_ restriction changed to 7000/10000 for criteria.


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.


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


08/29/17 RWY25 WP SOLLO removed for criteria issue with SOLLO on the

DDRTH SID. Route now goes HERDR direct RIKKK.



Figure 1. Original D&I Proposed DEN RIKKK SID (terminal)

Week of 08/29/17


Week of 08/29/17


Week of 8/29/17


9/28/17

WP CAAZZ/WP NKATA/WP ROYYL/WP MUGBE altitude restriction changed to 080B100 from AOB 100 for protection of Satellite

airspace





below 100. ROYLL moved to current location



Figure 2. Original D&I Proposed DEN RIKKK SID (enroute)



Figure 3: Revised Proposed Final Design EXWNG SID (terminal)



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





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


Purpose


The DEN BRYCC SID proposal is an up-number of the existing procedure.




2







Figure 1: Current and MST Proposed DEN BRYCC SID (terminal)


3

Figure 2: Current and MST Proposed DEN BRYCC SID (en route)





The Denver Design and Implementation Team proposed the DEN BRYCC SID up-number. The MST’s






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.


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)


5

Figure 4: D&I Proposed DEN BRYCC SID (en route)







Requires airspace modifications to D01 FR South Dump Airspace Modifications (SW corner)

Controller training

Automation changes

Attachments




Denver Metroplex Design Package Change Sheet HHOTH SID (BRYCC)




Co‐Lead Initials


Week of 08/15‐19/2016




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.



Week of 01/23‐27/2017

WP ROYYL_ restriction changed to 7000/10000 for criteria. WP MUGBE_ restriction changed to 7000/10000 for criteria.


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.


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


Week of 08/29/17




Figure 1. D&I Proposed DEN BRYCC SID (terminal)

Week of 08/29/17


Week of 8/29/17


9/28/17 WP CAAZZ/WP NKATA/WP ROYYL/WP MUGBE altitude restriction changed to 080B100 from AOB 100 protection of Satellite airspace





below 100. ROYYL moved to current location



Figure 2. D&I Proposed DEN BRYCC SID (enroute)



Figure 3: Final Proposed Design HHOTH SID (terminal)



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





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


Purpose



There was no Study Team recommendation for the satellite MRSHH SID.



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


None




D01/Satellite ATCT and D01/ZDV Letters of Agreement

Requires airspace modifications to ZDV Sector 13/14

Controller training

Automation changes

Fix pairs

Attachments



Denver Metroplex Design Package Change Sheet MRSHH SID




Co‐Lead Initials




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.



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".


Week of 03/20‐24/2017

Restriction at WP KRTMN changed to +8000. WP MRSHH restriction changed to ‐19000.


08/08/2017 At or below FL190 added but will not be charted unless required

Week of 08/29/17


Week of 08/29/17


Week of 8/29/17





Figure 1. Original D&I Proposed MRSHH SID



3/6/19 Altitude at KRTMN changed to at 8000

09/10/19 At or below FL190 at MRSHH removed



Figure 2: Revised Proposed Final Design MRSHH SID (terminal)



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




ZDV: 5, 6D01: DR1DEN ATCTKDEN

DEN ZIMMR SIDSatellite WNGSS SID


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.


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


3

Figure 2: Current DEN ROCKIES SID


4


ZIMMR_ fix moved to accommodate the ZIMMR SID.


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


5





Modifications to D01, DEN ATCT, facilities internal Standard Operating Procedures



Controller training

Automation changes

Attachments



Denver Metroplex Design Package Change Sheet ROCKIES SID




Co‐Lead Initials



09/07/2016 Implementation Dated Updated to 06/20/2019


Week of 08/29/17


Week of 08/29/17


Week of 08/29/17





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




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


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.




2





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


3

Figure 2: Current and MST Proposed DEN SPAZZ-E SID





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.


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.


4

Restrictions on the leg from FIGTR to PACMN de-conflict departures from the CLASH and NIIXX


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)


5

Figure 4: D&I Proposed DEN SHOJO SID (en route)







Requires airspace modifications to D01 FR airspace north dump

Controller training

Automation changes

Attachments




Denver Metroplex Design Package Change Sheet SABTH SID (SHOJO)




Co‐Lead Initials




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".


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.



Week of 01/23‐27/2017

WP KIDNG_ renamed KRAVN. WP BRKEM_ restriction changed to 7000/10000 for criteria.


Week of 03/20‐24/2017

WP CROWZ renamed VRONI and moved, N37° 16' 52.72" W103° 31' 10.19".


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


Week of 08/29/17


Week of 08/29/17


Week of 8/29/17




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




5/23/19 Block altitudes at BOGEI, RAYDR, BRKEM, KIDNG changed to at or

below 100. WP KRAVN changed to existing KIDNG



Figure 2. Original D&I Proposed DEN SHOJO SID (enroute)



Figure 3: Revised Proposed Final Design SABTH SID (terminal)



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





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


Purpose



There was no Study Team recommendation for the satellite SKYEE SID.



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)


None




D01/Satellite ATCTs and D01/ZDV Letters of Agreement


Controller training

Automation changes

Fix pairs

Attachments



Denver Metroplex Design Package Change Sheet SKYEE SID




Co‐Lead Initials




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.


Week of 11/21‐25/2016

WP PYPER renamed SLEEK due to renaming of DEN South SIDs.



Week of 01/23‐27/2017

WP SATLE restriction added of +8000 for criteria.


Week of 03/20‐24/2017

WP CROWZ renamed VRONI and moved, N37° 16' 52.72" W103° 31' 10.19".



unless required

Week of 08/29/17


Week of 08/29/17


Week of 8/29/17






Figure 1. Original D&I Proposed DEN SKYEE SID


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



Figure 2: Revised Proposed Final Design SKYEE SID (terminal)



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






DEN BAYLR SIDDEN EPKEE SIDDEN EXTAN SIDDEN SCAGS SIDDEN SHOJO SIDDEN SOLAR SIDSatellite SKYEE SIDD01 Airspace Changes


Purpose


The DEN STAKR SID proposal is an up-number of the existing procedure.




2





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)


3

Figure 2: Current and MST Proposed DEN STAKR SID (en route)





The Denver Design and Implementation Team proposed the DEN STAKR SID up-number. The MST’s






and RAYDR was moved on the SHOJO SID to regain operational flexibility and deconflict from


Restrictions on the leg from CIROS to WEPON de-conflict departures from the SSKII and TBARR


Restrictions on the leg from FIGTR to SEGAH de-conflict departures from the CLASH and NIIXX


BCORP_ waypoint at or above 17000 de-conflicts from COS airspace.


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





Modifications to D01, DEN ATCT, and ZDV Area 3 facilities internal Standard OperatingProcedures


Requires airspace modifications to D01 FR airspace north dump

Controller training

Automation changes

Attachments




Denver Metroplex Design Package Change Sheet SLEEK SID (STAKR)




Co‐Lead Initials




Week of 09/05‐09/2016



Week of 09/19‐23/2016

WP YOUTU name changed to AZARO.


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.



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.


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


Week of 08/29/17




Figure 1. Original D&I Proposed DEN STAKR SID (terminal)

Week of 08/29/17


Week of 8/29/17










Figure 2. Original D&I Proposed DEN STAKR SID (enroute)



Figure 3: Revised Proposed Final Design SLEEK SID (terminal)



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




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


Purpose


The DEN SOLAR SID proposal is an up-number of the existing procedure.




2





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)


3

Figure 2: Current and MST Proposed DEN SOLAR SID (en route)





The Denver Design and Implementation Team proposed the DEN SOLAR SID up-number. The MST’s






and RAYDR was moved on the SHOJO SID to regain operational flexibility and de-conflict from


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


Restrictions on the leg from FIGTR to WEPON de-conflict departures from the CLASH and NIIXX



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)


5

Figure 4: D&I Proposed DEN SOLAR SID (en route)








Controller training

Automation changes

Attachments




Denver Metroplex Design Package Change Sheet SMMUR SID (SOLAR)




Co‐Lead Initials




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.



Week of 01/23‐27/2017



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


Week of 08/29/17


Week of 08/29/17


Week of 8/29/17








Figure 1. Original D&I Proposed DEN SOLAR SID (terminal)



7/10/19 BWOHH WP removed, altitude restrictions at or above 100 added at BOGEI, BRKEM and RAYDR for satellite airspace separation



Figure 2: Original D&I Proposed DEN SOLAR SID (enroute)

Figure 3: Revised Proposed Final Design SMMUR SID (terminal)



Figure 4: Revised Proposed Final Design SMMUR SID (enroute)

Denver Metroplex Design Package DEN SUDDZ (SCAGS) SID

1

Name of Change and Airports/s Change ClassificationDEN SUDDZ SID Terminal Procedure; SID






DEN BAYLR SIDDEN EPKEE SIDDEN EXTAN SIDDEN SHOJO SIDDEN SOLAR SIDDEN STAKR SIDSatellite SKYEE SIDD01 Airspace Changes


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.




2





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)


3

Figure 2: Current SPAZZ SID and MST Proposed DEN SPAZZ-W SID (en route)



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




Adopted MST recommendation of splitting the SPAZZ SID into two separate SIDs, which aids

operational flexibility and sequencing.



and RAYDR was moved on the SCAGS SID to regain operational flexibility and de-conflict


Restrictions on the leg from CIROS to RKYMT de-conflict departures from the SSKII and TBARR



4

Restrictions on the leg from FIGTR to WZZRD de-conflict departures from the CLASH and NIIXX


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)


5

Figure 4: D&I Proposed DEN SCAGS SID (en route)








Controller training

Automation changes

Attachments




Denver Metroplex Design Package Change Sheet SUDDZ SID (SCAGS)




Co‐Lead Initials




Week of 09/05‐09/2016



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.



Week of 01/23‐27/2017



Week of 03/20‐24/2017

WP WZZRD renamed WZZRD_ due to usage elsewhere in NAS.


06/28/2017‐07/05/2017

SCAGS altitude restriction of AOA 170 added for criteria


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


Week of 08/29/17




Figure 1. Original D&I Proposed DEN SCAGS SID (terminal)

Week of 8/29/17








7/10/19 RAYDR, BOGEI, BRKEM altitude restrictions changed to at or above

100 for satellite airspace protection. BWOHH WP removed.



Figure 2. Original D&I Proposed DEN SCAGS SID (enroute)



Figure 3: Revised Proposed Final Design SUDDZ SID (terminal)

Denver Metroplex Design PackageSatellite WNGSS SID

1

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




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


Purpose



There was no Study Team recommendation for the satellite WNGSS SID.



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)


None






Controller training

Automation changes

Fix pairs

Attachments



Denver Metroplex Design Package Change Sheet WNGSS SID




Co‐Lead Initials



09/07/2016 Project implementation date updated to 06/20/2019


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".


06/28/2017‐07/05/2017

Added Runway transitions for Satellite airports



unless required

Week of 08/29/17


Week of 08/29/17


Week of 8/29/17





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



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



Figure 2: Revised Proposed Final Design WNGSS SID (terminal)



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




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


Purpose


The DEN ZIMMR SID replaces the current DEN FOOOT SID.



Denver Metroplex Design Package DEN ZIMMR SID

2






Figure 1: Current and MST Proposed DEN ZIMMR SID (terminal)


3

Figure 2: Current and MST Proposed DEN ZIMMR SIDs (en route)





The Denver Design and Implementation Team proposed the DEN ZIMMR SID. The MST’s designs did not




The waypoint MUGBE_ was moved to serve as a single initial departure fix (IDF) for all runways


from the arrival downwinds and to align with north SIDs off runway 25.


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)


5

Figure 4: D&I Proposed DEN ZIMMR SID (en route)






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




Denver Metroplex Design Package Change Sheet ZIMMR SID




Co‐Lead Initials





Week of 01/23‐27/2017

Restriction at WP MUGBE_ changed to 7000/10000 for criteria.


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"


Week of 08/29/17


Week of 08/29/17


Week of 8/29/17


9/28/17 WP MUGBE altitude restriction changed to 080B100 from 070B100





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



Figure 1. Original D&I Proposed ZIMMR SID (terminal)

Figure 2. Original D&I Proposed ZIMMR SID (enroute)



Figure 3: Revised Proposed Final Design ZIMMR SID (terminal)



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




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.


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.


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


3

Figure 2: Current ANCHR/KIPPR STARs and MST Proposed NE 1 STAR (terminal)



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.


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



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)


5

Figure 4: D&I Proposed DEN AALLE STAR (terminal)



Data obtained during industry flight simulations were incorporated into the design in order toprovide the most optimal descent where feasible.


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


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


6

Attachments


Flight Simulator Worksheet



Denver Metroplex Design Package Change Sheet AALLE RNAV STAR




Co‐Lead Initials


Week of 08/08‐12/2016

Holding at WP AALLE added with left turns.

Week of 08/08‐12/2016


09/06/2016 Mark Ostronic replaced Chris Thomas as the NATCA D&I Lead and

will become the signatory.


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


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


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"



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


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


Week of 08/29/17


Week of 8/29/17


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



Figure 1: D&I Proposed DEN AALLE STAR (enroute)

Figure 2: D&I Proposed DEN AALLE STAR (terminal)



Figure 3: Revised Proposed Final Design AALLE STAR (terminal)



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




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


Purpose

The purpose is to segregate the satellite arrivals from the KDEN arrivals and to optimize OPDs.


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


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



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.


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








Controller training

Automation changes

Fix pairs

Attachments




Denver Metroplex Design Package Change Sheet BRNKO STAR




Co‐Lead Initials




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.



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.


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".


Week of 06/12‐16/2017

En route transition PYTNN deleted post‐HITL to aid sequencing. WP QARTR renamed PYTNN_.




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


Week of 08/29/17


Week of 8/29/17





7/10/19 FTG and BKF removed from procedure design



Figure 1. Original D&I Proposed BRNKO STAR (terminal and enroute)



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





ZDV Sectors: 27, 28, 39, 46, 18, 17, 19D01: AR4DEN ATCTKDEN

DEN DANDD STAR (conventional up-number)DEN NIIXX STARD01 Airspace Extension


Purpose


The DEN CLASH bi-directional STAR replaces the PURRL and JAGGR directional STAR design.






1. RNAV OPD STAR created with runway transitions for north, south, east, and west flows resultingin optimized lateral paths to reduce flight track miles.


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)



3

Figure 2: Current JAGGR/PURRL STARs and MST Proposed SE 1 STAR (terminal)





DANDD_.

The Denver Design and Implementation Team proposed the DEN CLASH STAR.




One en route transition was extended from the MST recommendation to:

o Provide catch points for first tier sequencing


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.



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.





5

Figure 3: D&I Proposed DEN CLASH STAR (en route)

Figure 4: D&I Proposed DEN CLASH STAR (terminal)


6









D01/DEN ATCT, D01/ZDV, ZDV/ZKC Letters of Agreement



Controller training

Automation changes

Attachments





Denver Metroplex Design Package Change Sheet CLASH RNAV STAR




Co‐Lead Initials




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.



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.


06/28/2017

WP JAMMM speed restriction changed from 250kts to 240kts for criteria. Moved 210kt speed restriction from PNBAL to TWNSN for criteria


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



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.


Week of 08/29/17


Week of 08/29/17


Week of 8/29/17







Figure 1: D&I Proposed DEN CLASH STAR (en route)



Figure 2: D&I Proposed DEN CLASH STAR (terminal)

Figure 3: Revised Proposed Final Design CLASH STAR (terminal)



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





ZDV Sectors: 27, 28, 39, 46, 17, 19, 18D01: SR1, SR4COSKAPA, KBKF, KBJC ATCTsKAPA, KBKF, KBJC

Satellite ZOMBZ STAR (up-number)DEN NIIXX STAR


Purpose

The purpose is to optimize the satellite DUNNN STAR.


There was no Study Team recommendation for the satellite DUNNN STAR.



The Denver Design and Implementation Team proposed the satellite DUNNN STAR.


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)


3

Figure 2: Current Satellite DUNNN STAR (page 2)


4

Figure 3: D&I Proposed Satellite DUNNN STAR (en route)






D01/Satellite ATCTs, COS/ZDV, and D01/ZDV Letters of Agreement


Controller training

Automation changes

Fix pairs

Attachments




Denver Metroplex Design Package Change Sheet DUNNN STAR




Co‐Lead Initials



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.



Week of 03/20‐24/2017

WP XYOUU restriction added of 9000 due to criteria.


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.


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


Week of 08/29/17


Week of 8/29/17




Figure 1. Original Proposed D&I Proposed Satellite DUNNN STAR




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.



Figure 2: Final Proposed Design DUNNN STAR (terminal)



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




ZDV Sectors: 34, 14, 13, 77D01: AR2DEN ATCTKDEN

DEN BIVVY STARDEN RAMMS STAR (conventional up-number)DEN PINNR STARD01 Airspace ChangesZDV Airspace Changes


Purpose


The DEN BBOCO bi-directional STAR replaces the MOLTN and TSHNR directional STAR design.





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.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)



3

Figure 2: Current MOLTN/TSHNR STARs and MST Proposed NW 2 STAR (terminal)





DANDD_.

The Denver Design and Implementation Team proposed the DEN BBOCO STAR.




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


An “ATC assigned only” en route transition exists starting at ELLDO as a contingency for gate

swaps.



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


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.



mirror 34L/R and 35L runway transitions.


5

Figure 3: D&I Proposed DEN BBOCO STAR (en route)


6

Figure 4: D&I Proposed DEN BBOCO STAR (terminal)









D01/DEN ATCT, D01/ZDV, and ZDV/ZLC Letters of Agreement

Airspace modifications:o D01 arrival airspace extensiono ZDV Sectors 13, 77


Controller training

Automation changes

Attachments





Denver Metroplex Design Package Change Sheet FLATI (BBOCO) RNAV STAR




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.



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.


Week of 11/21‐25/2016

WP CAPTJ_N changed back to CAPTJ. Waiver required for RNP rework.



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.




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.


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


Week of 08/29/17


Week of 8/29/17


10/18/17 Name of STAR changed to FLATI for DATACOMM compliance



10/31/18 BSAFE restriction changed to at or below 150 for SID traffic




Figure 1: D&I Proposed DEN BBOCO STAR (en route)

Figure 2: D&I Proposed DEN BBOCO STAR (terminal)



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





ZDV Sectors: 15, 16, 9, 67/8 (combined)D01: AR3DEN ATCTKDEN

DEN AALLE STARD01 Airspace Changes


Purpose


The DEN LAWGR bi-directional STAR replaces the WAHUU and KOHOE directional STAR design.




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.




Denver Metroplex Design Package DEN LAWGR STAR

2


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)



3

Figure 2: Current KOHOE/WAHUU STARs and MST Proposed NE 2 STAR (terminal)





DANDD_.

The Denver Design and Implementation Team proposed the DEN LAWGR STAR.




One en route transition was extended from the MST recommendation to:



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



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



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



Added a terminal crossover to the opposite side (west) downwind for runway 34L/R to


MST recommendation of shortening tracks by routing south of WAHUU was not adopted.

Existing routing over GRRUB retained to preserve the simultaneous ILS structure.






Figure 3: D&I Proposed DEN LAWGR STAR (en route)


5

Figure 4: D&I Proposed DEN LAWGR STAR (terminal)









D01/DEN ATCT, D01/ZDV, ZDV/ZMP Letters of Agreement



Controller training

Automation changes


6

Attachments





Denver Metroplex Design Package Change Sheet LAWGR RNAV STAR




Co‐Lead Initials



09/07/2016 Implementation date updated to 06/20/2019.

Week of 08/08‐12/2016

Holding at WP LAWGR added with right turns.


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 06/12‐16/2017

WPs BRWRY and PLZNR exchanged names due to issue with parallel STAR starting with the same letter.


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.




Week of 08/29/17


Week of 08/29/17


Week of 8/29/17


11/1/17

Management lead changed to Mark Phipps





Figure 1: D&I Proposed DEN LAWGR STAR (en route)



Figure 2: D&I Proposed DEN LAWGR STAR (terminal)

Figure 3: Revised Proposed Final Design LAWGR STAR (terminal)



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




ZDV Sectors: 34, 14, 13, 3, 77D01: AR2DEN ATCTKDEN

DEN BBOCO STARDEN TOMSN STAR (conventional up-number)D01 Airspace ChangesZDV Airspace Changes


Purpose


The DEN BIVVY bi-directional STAR replaces the FRNCH and KAILE directional STAR design.




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






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)



3

Figure 2: Current FRNCH/KAILE STARs and MST Proposed NW 1 STAR (en route)





DANDD_.

The Denver Design and Implementation Team proposed the DEN BIVVY STAR.




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:



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.



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


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.



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.


5

Figure 3: D&I Proposed DEN BIVVY STAR (en route)

Figure 4: D&I Proposed DEN BIVVY STAR (terminal)


6









D01/DEN ATCT, D01/ZDV, ZDV/ZLC Letters of Agreement

Airspace modifications:o D01 arrival airspace extensiono ZDV Sectors 13, 77


Controller training

Automation changes

Attachments





Denver Metroplex Design Package Change Sheet LONGZ (BIVVY) RNAV STAR




Co‐Lead Initials



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.


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.


Week of 11/21‐25/2016

WP CAPTJ_N changed back to CAPTJ. Waiver required for RNP rework.



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.




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



Figure 1: D&I Proposed DEN BIVVY STAR (en route)






Figure 2: D&I Proposed DEN BIVVY STAR (terminal)

Figure 3: Revised Proposed Final Design BIVVY STAR (terminal)



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





ZDV Sectors: 41, 27, 29, 28, 39, 46, 30D01: AR4DEN ATCTKDEN

DEN CLASH STARDEN QUAIL STAR (conventional up-number)D01 Airspace Changes


Purpose


The DEN NIIXX bi-directional STAR replaces the ZPLYN and BOSSS directional STAR design.








Denver Metroplex Design Package DEN NIIXX STAR

2


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)



3

Figure 2: Current ZPLYN/BOSSS STARs and MST Proposed SE 2 STAR (terminal)





DANDD_.

The Denver Design and Implementation Team proposed the DEN NIIXX STAR.




The en route transitions were extended from the MST recommendation to:



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.



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


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








5

Figure 3: D&I Proposed DEN NIIXX STAR (en route)


6

Figure 4: D&I Proposed DEN NIIXX STAR (terminal)









D01/DEN ATCT, D01/ZDV, ZDV/ZKC Letters of Agreement



Controller training

Automation changes


7

Attachments





Denver Metroplex Design Package Change Sheet NIIXX RNAV STAR




Co‐Lead Initials




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.



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.


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




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


Week of 08/29/17


Week of 08/29/17


Week of 8/29/17







Figure 1: D&I Proposed DEN NIIXX STAR (en route)

Figure 2: D&I Proposed DEN NIIXX STAR (terminal)



Figure 3: Revised Proposed Final Design NIIXX STAR (terminal)



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


Package Date Implementation Date6/8/169/27/2016 3/29/2018


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


Purpose

The purpose is to segregate the satellite arrivals from the KDEN arrivals and to optimize OPDs.


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


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



DANDD_.

The Denver Design and Implementation Team proposed the satellite PINNR STAR, which will service

aircraft from the northwest arrival gate.


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







Airspace modifications: ZDV: Sectors 13, 21, and D01: DR2, SR2

Controller training

Automation changes

Fix pairs

Attachments




Denver Metroplex Design Package Change Sheet PINNR RNAV STAR




Co‐Lead Initials




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.


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.


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.


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


Week of 08/29/17


Week of 8/29/17




Figure 1: D&I Proposed Satellite PINNR STAR




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



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





ZDV Sectors: 12, 26, 25, 65, 37, 38/64(combined)D01: AR1DEN ATCTKDEN

DEN POWDR STAR (conventional up-number)DEN TBARR STARD01 Airspace Changes


Purpose


The DEN SSKII bi-directional STAR replaces the TELLR and CREDE directional STAR design.








Denver Metroplex Design Package DEN SSKII STAR

2


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)



3

Figure 2: Current CREDE/TELLR STARs and MST Proposed SW 2 STAR (terminal)





DANDD_.

The Denver Design and Implementation Team proposed the DEN SSKII STAR.




Three en route transitions were extended from the MST recommendation to:


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.



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


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




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.


5

Figure 3: D&I Proposed DEN SSKII STAR (en route)

Figure 4: D&I Proposed DEN SSKII STAR (terminal)


6









D01/DEN ATCT, D01/ZDV, ZDV/ZLC, ZDV/ZAB, and ZDV/ZLA Letters of Agreement



Controller training

Automation changes

Attachments





Denver Metroplex Design Package Change Sheet SSKII RNAV STAR




Co‐Lead Initials




Week of 08/08‐12/2016

Holding at WP KTOOO changed to left turns.


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.



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



Figure 1: D&I Proposed DEN SSKII STAR (en route)

Week of 8/29/17


Week of 8/29/17


Week of 8/29/17




10/31/18 RDDL inserted between KUNCH and CLFFF for crossover common

point, WP225 added to move crossover from downwinds


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



Figure 2: D&I Proposed DEN SSKII STAR (terminal)

Figure 3: Revised Proposed Final Design SSKII STAR (terminal)



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





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


Purpose


The DEN TBARR bi-directional STAR replaces the LDORA and PEEKK directional STAR design.








Denver Metroplex Design Package DEN TBARR STAR

2


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)



3

Figure 2: Current PEEKK/LDORA STARs and MST Proposed SW 1 STAR (terminal)





DANDD_.

The Denver Design and Implementation Team proposed the DEN TBARR STAR.




Three en route transitions were extended from the MST recommendation to:


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.



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


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




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.


5

Figure 3: D&I Proposed DEN TBARR STAR (en route)


6

Figure 4: D&I Proposed DEN TBARR STAR (terminal)









D01/DEN ATCT, D01/ZDV, ZDV/ZLC, ZDV/ZAB, and ZDV/ZLA Letters of Agreement



Controller training

Automation changes

Attachments





Denver Metroplex Design Package Change Sheet TBARR STAR




Co‐Lead Initials




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.



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”



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


06/28/2017‐ 07/05/2017

WP KUNCH speed restriction changed from 250kts to 240kts for criteria.


Week of 08/29/17


Week of 08/29/17


Week of 8/29/17





Figure 1. Original Proposed D&I Proposed TBARR STAR (enroute)


10/31/18 RDDVL inserted betweek KUNCH and CLFFF for crossover common point, WP225 added to move

crossover from downwinds


03/06/19 WP225 Named ZATUT and KUNCH changed to

EPPIC



Figure 2. Original D&I Proposed TBARR STAR (Terminal)



Figure 3: Revised Proposed Final Design TBARR STAR (terminal)



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





ZDV Sectors: 25, 65, 26D01: SR4KAPA, KBKF, FTG ATCTsKAPA, KBKF, KFTG

DEN TBARR STARSatellite DUNNN STAR (up-number)D01 Airspace Changes


Purpose

The purpose is to optimize the satellite ZOMBZ STAR.


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



DANDD_.

The Denver Design and Implementation Team proposed the satellite ZOMBZ STAR.


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.


3

Figure 2: D&I Proposed Satellite ZOMBZ STAR (en route)






D01/Satellite ATCTs, and D01/ZDV Letters of Agreement

Airspace modifications: D01 AR1

Controller training

Automation changes

Attachments





4

Denver Metroplex Design Package Change Sheet ZOMBZ RNAV STAR




Co‐Lead Initials





08/08/2017

WP DRAGR restriction of AOA FL280 removed determined no longer required.


Week of 08/29/17


Week of 08/29/17


Week of 8/29/17





9/30/19 STAR terminated at XPATH at 110 for transition to GPS or ILS landing

APA



Figure 1: D&I Proposed Satellite ZOMBZ STAR

Figure 2: Revised Proposed Final Design ZOMBZ STAR (terminal)



Figure 3: Revised Proposed Final Design ZOMBZ STAR (enroute)