Commercial Fixed Wing
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (mon) 6; Air Traffic Control Time Certified In Pos 1 (yrs) 7
Situational Awareness; Time Pressure; Confusion; Communication Breakdown; Troubleshooting
ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance
Human Factors; Procedure
Several months ago D01 developed new procedures for landing Runway (RWY'S) 16L/R. These procedures designate one runway as the 'high' runway for an ILS approach and the other 'low' runway for visual approaches. The idea is to get the aircraft established on final with 1;000 feet vertical separation and reduce the number of TCAS RA's. In order to build in this vertical separation an aircraft on the downwind for the high runway must go out to a minimum of 15-18 NM final even if they are number one in the sequence.Aircraft X was inbound to DEN and [identified as] a medical emergency with ZDV prior to entering D01 airspace; a 63 year old unconscious male. AR1 informed me that he attempted to coordinate a visual approach to RWY17L; which would have been the shortest route; but it was denied by the Traffic Management Unit (TMU). Instead they were told to vector Aircraft X to a right down wind for the ILS RWY16R approach. When Aircraft X checked in with me on FR and re-stated they were a medical emergency; I immediately asked the Supervisor if I could descend Aircraft X early and clear them for a visual approach to RWY16R via 7110.65 ch. 7-4-4; which could save them potentially critical time. I was told no and that I had to comply with the new SOP. Aircraft X was now required to fly to a 15NM final and given no priority handling.When I was off position; I asked the Supervisor why he wouldn't allow me to clear Aircraft X via the 7110.65 rules. He said if I had; and it caused a TCAS RA with traffic on the parallel runway; he thought there would be serious repercussions from the [management].1. Develop a SOP that is not so rigid and allow the controllers to use their judgment when an emergency exists.2. Allow Aircraft X to make a visual approach to RWY17L; even if it causes a temporary delay for departures off RWY08.3. If the only space for Aircraft X was on RWY16R; assign them the RNZ approach allowing them to avoid a 15 NM final.
Denver TRACON Controller reported an emergency aircraft inbound could not turn early due to a SOP that had been implemented; which then had the aircraft fly a 15 mile final.