Narrative:

I was working east arrival. ZME flashed a hand-off on an E135 inbound to mem on the ltown 6 RNAV arrival. The aircraft indicated about 20;000 about 15 miles from the boundary. On the above arrival; the aircraft should be level at 10;000 and 230 KTS at copen which is about 2 miles inside our airspace boundary. I was aware that the E135 would not meet these restrictions; so I coordinated descending to 10;000 with an assigned speed of 230 KTS to avoid a heavy jet that successfully made the STAR restrictions about 10 miles ahead. The E135 crossed copen at about 15;500 and needed vectors for descent and sequence. About five minutes later; ZME flashed a hand-off on a beechjet on the same arrival. This aircraft was about 10 miles from the boundary at about 20;000. I accepted the hand off and waited for ZME to call for coordination. They never did. Due to other duties; I finally talked to the beechjet about 10 miles inside our airspace and asked if the pilot was aware of the restrictions on the STAR. The pilot replied that they had just been issued the ltown 6 and were looking up the charts. This is my first report on the newly implemented optimum descent path (odp) stars at mem. If these odp stars are going to be successful; ZME has got to be held accountable for meeting the STAR requirements and the M03 ZME LOA. This means that management at M03 has got to enforce the STAR requirements and the LOA and they have to support the controllers when they try to enforce these requirements. Unfortunately; M03 management is historically bad at supporting its own controllers and generally allows ZME to get away with anything. These new odp stars will succeed or fail at mem depending on the quality of work done by ZME.

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Original NASA ASRS Text

Title: M03 Controller voiced concern regarding the newly implemented ODP procedures noting unless M03 controllers and management hold ZME controllers accountable for STAR compliance; the procedure will not be successful.

Narrative: I was working East Arrival. ZME flashed a hand-off on an E135 inbound to MEM on the LTOWN 6 RNAV arrival. The aircraft indicated about 20;000 about 15 miles from the boundary. On the above arrival; the aircraft should be level at 10;000 and 230 KTS at COPEN which is about 2 miles inside our airspace boundary. I was aware that the E135 would not meet these restrictions; so I coordinated descending to 10;000 with an assigned speed of 230 KTS to avoid a heavy jet that successfully made the STAR restrictions about 10 miles ahead. The E135 crossed COPEN at about 15;500 and needed vectors for descent and sequence. About five minutes later; ZME flashed a hand-off on a Beechjet on the same arrival. This aircraft was about 10 miles from the boundary at about 20;000. I accepted the hand off and waited for ZME to call for coordination. They never did. Due to other duties; I finally talked to the Beechjet about 10 miles inside our airspace and asked if the pilot was aware of the restrictions on the STAR. The pilot replied that they had just been issued the LTOWN 6 and were looking up the charts. This is my first report on the newly implemented Optimum Descent Path (ODP) STARs at MEM. If these ODP STARs are going to be successful; ZME has got to be held accountable for meeting the STAR requirements and the M03 ZME LOA. This means that management at M03 has got to enforce the STAR requirements and the LOA and they have to support the controllers when they try to enforce these requirements. Unfortunately; M03 management is historically bad at supporting its own controllers and generally allows ZME to get away with anything. These new ODP STARs will succeed or fail at MEM depending on the quality of work done by ZME.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.