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|
Attributes | |
ACN | 1157389 |
Time | |
Date | 201403 |
Local Time Of Day | 0601-1200 |
Place | |
Locale Reference | MEM.Airport |
State Reference | TN |
Environment | |
Flight Conditions | VMC |
Aircraft 1 | |
Make Model Name | B757-200 |
Operating Under FAR Part | Part 121 |
Flight Phase | Descent |
Route In Use | STAR BLUZZ ONE |
Flight Plan | IFR |
Component | |
Aircraft Component | FMS/FMC |
Person 1 | |
Function | Pilot Not Flying Check Pilot Captain |
Qualification | Flight Crew Air Transport Pilot (ATP) |
Person 2 | |
Function | Pilot Flying First Officer |
Qualification | Flight Crew Air Transport Pilot (ATP) |
Events | |
Anomaly | Deviation - Procedural Published Material / Policy Deviation - Procedural Clearance Deviation - Track / Heading All Types |
Narrative:
While descending via the BLUZZ1 RNAV STAR; we were given descent via BLUZZ1 landing (north) trans. We had briefed and planned on landing runway 27 in memphis. After determining we would in fact probably get runway 27; we built the approach and transition with runway 27 and BLUZZ1. We received a call from memphis ATC inquiring if we were descending via the north transition and were told it was not a problem but had not met the ltown airspeed/altitude restriction of 280 KTS between 16;000-14;000. We learned that by programming runway 27 with the BLUZZ1 arrival; it has you turning towards copen and never crossing ltown; basically setting you up for the landing (south) transition. We did in fact receive clearance for runway 27 and the rest of the arrival and approach were uneventful. [Mistake was caused by] not double checking the airspeed/alt restrictions and headings associated with arrivals. I believe the notes on the BLUZZ1 STAR helped in creating confusion. The note at copen includes landing south runways 9; 18L/C/right; 27; while the landing north includes runways 36L/C/right without runway 27. So we would have had to build the approach to one of the 36's and at the last minute switch to runway 27. The programming did not take into consideration runway 27 with landing north flow. I think a ball note warning against this would have helped.
Original NASA ASRS Text
Title: B757 flight crew is cleared to fly the BLUZZ1 arrival landing north transition and expect Runway 27. When Runway 27 is entered in the FMC the landing south transition is automatically selected which the crew does not detect until noted by ATC.
Narrative: While descending via the BLUZZ1 RNAV STAR; we were given descent via BLUZZ1 landing (north) trans. We had briefed and planned on landing Runway 27 in Memphis. After determining we would in fact probably get Runway 27; we built the approach and transition with Runway 27 and BLUZZ1. We received a call from Memphis ATC inquiring if we were descending via the north transition and were told it was not a problem but had not met the LTOWN airspeed/altitude restriction of 280 KTS between 16;000-14;000. We learned that by programming Runway 27 with the BLUZZ1 arrival; it has you turning towards COPEN and never crossing LTOWN; basically setting you up for the landing (south) transition. We did in fact receive clearance for Runway 27 and the rest of the arrival and approach were uneventful. [mistake was caused by] not double checking the airspeed/alt restrictions and headings associated with arrivals. I believe the notes on the BLUZZ1 STAR helped in creating confusion. The note at COPEN includes landing south runways 9; 18L/C/R; 27; while the landing north includes runways 36L/C/R without Runway 27. So we would have had to build the approach to one of the 36's and at the last minute switch to Runway 27. The programming did not take into consideration Runway 27 with landing north flow. I think a ball note warning against this would have helped.
Data retrieved from NASA's ASRS site 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.