Despite having programmed and verified all altitudes and speeds when assigned the anchr RNAV STAR to...

Narrative:

We were initially assigned the kippr 1 RNAV STAR (northeast gate; landing south) and had verified all altitudes and speeds. Just before caast we were re-assigned the anchr 1 arrival (northeast gate landing north). Again; both crew members verified all crossing restrictions on the arrival. Before TOD (top of descent) the first officer managed the descent (speed managed).the aircraft intercepted the profile and started down. At FL350 the restriction at lyunn went amber. The first officer took control via the flight control unit (FCU) and worked to bring the aircraft back on profile. We crossed lyunn at approximately FL343. To make the restriction at lbstr required speed brakes; an increase in speed (selected); and the use of open descent (operation des). We reestablished the profile just before lbstr. The profile required significant and constant input to insure the restrictions were met. The complexity of these new arrivals and the tendency of ATC to modify these denver RNAV arrivals increase the workload dramatically and create a constant change in automation between fully managed; vertical speed; selected speed; and open descent to meet the restrictions.

Original NASA ASRS Text

Title: Despite having programmed and verified all altitudes and speeds when assigned the ANCHR RNAV STAR to DEN the flight crew of an A319 was compelled to override the FMGC descent path commands to comply with charted crossing restrictions.

Narrative: We were initially assigned the KIPPR 1 RNAV STAR (northeast gate; landing south) and had verified all altitudes and speeds. Just before CAAST we were re-assigned the ANCHR 1 arrival (northeast gate landing north). Again; both crew members verified all crossing restrictions on the arrival. Before TOD (Top of Descent) the First Officer managed the descent (speed managed).The Aircraft intercepted the profile and started down. At FL350 the restriction at LYUNN went amber. The First Officer took control via the Flight Control Unit (FCU) and worked to bring the aircraft back on profile. We crossed LYUNN at approximately FL343. To make the restriction at LBSTR required speed brakes; an increase in speed (selected); and the use of open descent (OP DES). We reestablished the profile just before LBSTR. The profile required significant and constant input to insure the restrictions were met. The complexity of these new arrivals and the tendency of ATC to modify these Denver RNAV arrivals increase the workload dramatically and create a constant change in automation between fully managed; vertical speed; selected speed; and open descent to meet the restrictions.

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.

Attributes
ACN	1055063
Time
Date	201212
Local Time Of Day	0001-0600
Place
Locale Reference	ZDV.ARTCC
State Reference	CO
Environment
Flight Conditions	Marginal
Aircraft 1
Make Model Name	A319
Operating Under FAR Part	Part 121
Flight Phase	Descent
Flight Plan	IFR
Component
Aircraft Component	FMS/FMC
Person 1
Function	Pilot Not Flying Captain
Qualification	Flight Crew Air Transport Pilot (ATP)
Person 2
Function	First Officer Pilot Flying
Events
Anomaly	Deviation - Altitude Crossing Restriction Not Met Deviation - Procedural Published Material / Policy Deviation - Procedural Clearance Flight Deck / Cabin / Aircraft Event Other / Unknown

Despite having programmed and verified all altitudes and speeds when assigned the anchr RNAV STAR to den the flight crew of an A319 was compelled to override the FMGC descent path commands to comply with charted crossing restrictions.