Narrative:

I wrote an as soon as possible a few months ago on this subject; and I am writing again; because I cannot over stress the importance of this subject. We were cleared to descend via the boosh RNAV STAR into stl in our CRJ900. Prior to the flight; we had spent approximately 15 to 20 minutes reviewing and planning the very complex arrival. Enroute; we reviewed the arrival again for several minutes prior to being cleared to 'descend via' the STAR. During the arrival; I was very busy monitoring the progress of the very complex arrival; getting things on the aircraft ready for approach and landing; making and getting calls from the cabin; calling ops; getting ATIS; programming the ACARS and FMS; setting speeds; briefing the approach; and the list continues. During that time; I felt it necessary to prompt my first officer several times on restrictions I felt he was verging on busting (or setting himself up to be unable to make another subsequent restriction) had I not said something. This caused many interruptions to my other duties; which made them take much longer than they normally would; and kept me from giving the necessary attention to the arrival that it requires. I don't particularly fault my first officer for being behind the airplane. I more fault the difficulty of the complying with the arrival at all in this aircraft. What would have happened on this flight; if my first officer; who is new to the crj and is still getting used to it; was with a sub-par captain? You can bet there would have been at least one; if not multiple busts on this flight. Because of the complexity of the situation; it is certainly possible that I; too; may not have caught one or more restrictions; as I was; again; distracted by other high priority tasks. I don't believe we violated any restrictions. However; I cannot say with certainty that we did not. As we neared 10;000 ft; I felt it necessary to advise ATC that we may have difficulty meeting some of the subsequent restrictions. The controller immediately gave us a heading and altitude which took pretty much all of the heavy workload off of us. A intense workload I don't feel we should have had in the first place. I do not believe that we should be flying these very complex arrivals in our aircraft. The crj is simply not equipped for them. They are so complex they require nearly 100% attention by both pilots during nearly the entire arrival. I understand that the arrivals may work well enough with an aircraft with autothrottles and autopilot coupled VNAV. We have neither which greatly increases our workload. My very strong recommendations are: (1) a new flight release equipment code be designated for autothrottle and/or autopilot/coupled VNAV aircraft (either one group code or two separate codes). (2) mandate that in order to be filed; cleared; or fly these complex arrivals both the autothrottles and autopilot coupled VNAV must be operational. (3)all other aircraft must be cleared via some other form of navigation. Here's a little perspective on the matter. An aircraft without GPS [or DME/DME/IRU] may not fly these arrivals. Why? Because lesser avionics lack the required track accuracy! Question: is compliant vertical navigation less important than lateral navigation? I certainly don't think so. Here's a little more perspective. If the controller were to individually issue each altitude and speed restriction on these arrivals as we approach them; each aircraft would need a dedicated controller; since the controller wouldn't have time to do anything except issue new clearances; that's how frequent the restrictions come. Should flight crews be required to be that busy? That we have to check; crosscheck; and crosscheck again multiple times all the way down the arrival? There is just too much complexity and too much potential for error. Until this problem is fixed; in the future I will have to see what my options are; but my current plan is to advise the controller that I am unable to accept a clearance to 'descend via' on these complex arrivals. If ATC asks why; I'll simply advise that our aircraft are not equipped for such complex arrivals; and I don't feel I can assure that I can comply with all of the required restrictions as a result. I wish I knew of a better option for me; but I don't. Every time we fly one of these arrivals we are setting ourselves up for a potential violation at nearly every fix; because one deviation increases the potential for another on the next. If we misjudge one; we may not make the next one. Finally; I don't understand the reason for the complexity of these arrivals. If each restriction is truly necessary there must be a real safety concern involved. If there isn't a real need--and busting an altitude or speed isn't a major safety issue--then why on earth do they make them so complex? If the complexity is really necessary; either issue these arrivals to aircraft equipped to fly them and keep the rest of us off of them or; at the very least; do not require that we 'descend via' when on these arrivals. Something needs to be done before something tragic happens.

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Original NASA ASRS Text

Title: A CRJ900 Captain expressed serious concerns about the ability of his aircraft to comply with the complex and numerous altitude/airspeed restrictions on OPD RNAV STARs such as the BOOSH at STL. He asked valid questions as to why there are distinct requirements for lateral navigation accuracy (GPS or DME/DME/IRU) but no equivalent requirements for airborne autoflight/VNAV systems which would enable equally precise vertical navigation.

Narrative: I wrote an ASAP a few months ago on this subject; and I am writing again; because I cannot over stress the importance of this subject. We were cleared to descend via the BOOSH RNAV STAR into STL in our CRJ900. Prior to the flight; we had spent approximately 15 to 20 minutes reviewing and planning the very complex arrival. Enroute; we reviewed the arrival again for several minutes prior to being cleared to 'descend via' the STAR. During the arrival; I was very busy monitoring the progress of the very complex arrival; getting things on the aircraft ready for approach and landing; making and getting calls from the cabin; calling ops; getting ATIS; programming the ACARS and FMS; setting speeds; briefing the approach; and the list continues. During that time; I felt it necessary to prompt my First Officer several times on restrictions I felt he was verging on busting (or setting himself up to be unable to make another subsequent restriction) had I not said something. This caused many interruptions to my other duties; which made them take MUCH longer than they normally would; and kept me from giving the necessary attention to the arrival that it requires. I don't particularly fault my First Officer for being behind the airplane. I more fault the difficulty of the complying with the arrival at all in this aircraft. What would have happened on this flight; if my First Officer; who is new to the CRJ and is still getting used to it; was with a sub-par Captain? You can bet there would have been at least one; if not multiple busts on this flight. Because of the complexity of the situation; it is certainly possible that I; too; may not have caught one or more restrictions; as I was; again; distracted by other high priority tasks. I don't believe we violated any restrictions. However; I cannot say with certainty that we did not. As we neared 10;000 FT; I felt it necessary to advise ATC that we may have difficulty meeting some of the subsequent restrictions. The Controller immediately gave us a heading and altitude which took pretty much all of the heavy workload off of us. A intense workload I don't feel we should have had in the first place. I DO NOT believe that we should be flying these VERY COMPLEX arrivals in our aircraft. The CRJ is simply not equipped for them. They are so complex they require nearly 100% attention by both pilots during nearly the entire arrival. I understand that the arrivals may work well enough with an aircraft with autothrottles and autopilot coupled VNAV. We have neither which GREATLY increases our workload. My VERY STRONG recommendations are: (1) a new flight release equipment code be designated for autothrottle and/or autopilot/coupled VNAV aircraft (either one group code or two separate codes). (2) Mandate that in order to be filed; cleared; or fly these complex arrivals both the autothrottles and autopilot coupled VNAV must be operational. (3)All other aircraft must be cleared via some other form of navigation. Here's a little perspective on the matter. An aircraft without GPS [or DME/DME/IRU] may not fly these arrivals. Why? Because lesser avionics lack the required track accuracy! Question: Is compliant vertical navigation less important than Lateral navigation? I certainly don't think so. Here's a little more perspective. If the controller were to individually issue each altitude and speed restriction on these arrivals as we approach them; each aircraft would need a dedicated controller; since the controller wouldn't have time to do anything except issue new clearances; that's how frequent the restrictions come. Should flight crews be required to be that busy? That we have to check; crosscheck; and crosscheck again multiple times all the way down the arrival? There is just too much complexity and too much potential for error. Until this problem is fixed; in the future I will have to see what my options are; but my current plan is to advise the controller that I am unable to accept a clearance to 'descend via' on these complex arrivals. If ATC asks why; I'll simply advise that our aircraft are not equipped for such complex arrivals; and I don't feel I can assure that I can comply with all of the required restrictions as a result. I wish I knew of a better option for me; but I don't. Every time we fly one of these arrivals we are setting ourselves up for a potential violation at nearly every fix; because one deviation increases the potential for another on the next. If we misjudge one; we may not make the next one. Finally; I don't understand the reason for the complexity of these arrivals. If each restriction is truly necessary there must be a real safety concern involved. If there isn't a real need--and busting an altitude or speed isn't a major safety issue--then why on earth do they make them so complex? If the complexity is really necessary; either issue these arrivals to aircraft equipped to fly them and keep the rest of us off of them or; at the very least; do not require that we 'descend via' when on these arrivals. Something needs to be done before something tragic happens.

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.