Narrative:

While flying the glen rose arrival to dallas love field, we were given a clearance to cross hirst intersection at 12000 ft. The captain was flying the STAR, entered the data in the FMS (he noted that no latitude or longitude were on the chart for hirst) and I coordinated with the company on gate assignment and arrival time. After reaching 12000 ft (the FMS showed we were below the normal descent profile), both of us realized we had not met the hirst restr due to misreading the approach plate. The hirst restr on the glen rose arrival stipulates the DME off the dfw VOR, but a radial off the jen VOR. This is confusing and requires 2 VOR and DME receivers on the aircraft (a stipulation not listed on the plate). If a latitude and longitude was listed next to hirst, a double xchk would be available for air crew. The method of depicting intxns is on other stars for the new dfw approach network, too. Callback conversation with reporter revealed the following information: the fact that the aircraft's FMS capability does not include RNAV was a contributing factor. Reporter reiterates that the requirement of 2 navigation heads to identify hirst, and the lack of coordinates at hirst, were the arrival navigation problems that caused this crew to miss the restr. He has not seen this combination requirement on any other route that his company operates except for the former scurry arrival into hobby.

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Original NASA ASRS Text

Title: AN ACR FLC INADVERTENTLY FAILED TO MEET AN ALT XING RESTR AT HIRST INTXN WHILE DSNDING ON THE DAL GLEN ROSE ARR. THE RPTR INDICATES THAT COORDINATES ARE NOT REPRESENTED FOR THIS INTXN, AND THAT THE COURSE INBOUND IS CHARTED FROM THE JEN VOR, YET THE DME WHICH ALSO MARKS THIS INTXN IS TAKEN OFF THE DFW VORTAC.

Narrative: WHILE FLYING THE GLEN ROSE ARR TO DALLAS LOVE FIELD, WE WERE GIVEN A CLRNC TO CROSS HIRST INTXN AT 12000 FT. THE CAPT WAS FLYING THE STAR, ENTERED THE DATA IN THE FMS (HE NOTED THAT NO LATITUDE OR LONGITUDE WERE ON THE CHART FOR HIRST) AND I COORDINATED WITH THE COMPANY ON GATE ASSIGNMENT AND ARR TIME. AFTER REACHING 12000 FT (THE FMS SHOWED WE WERE BELOW THE NORMAL DSCNT PROFILE), BOTH OF US REALIZED WE HAD NOT MET THE HIRST RESTR DUE TO MISREADING THE APCH PLATE. THE HIRST RESTR ON THE GLEN ROSE ARR STIPULATES THE DME OFF THE DFW VOR, BUT A RADIAL OFF THE JEN VOR. THIS IS CONFUSING AND REQUIRES 2 VOR AND DME RECEIVERS ON THE ACFT (A STIPULATION NOT LISTED ON THE PLATE). IF A LATITUDE AND LONGITUDE WAS LISTED NEXT TO HIRST, A DOUBLE XCHK WOULD BE AVAILABLE FOR AIR CREW. THE METHOD OF DEPICTING INTXNS IS ON OTHER STARS FOR THE NEW DFW APCH NETWORK, TOO. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE FACT THAT THE ACFT'S FMS CAPABILITY DOES NOT INCLUDE RNAV WAS A CONTRIBUTING FACTOR. RPTR REITERATES THAT THE REQUIREMENT OF 2 NAV HEADS TO IDENT HIRST, AND THE LACK OF COORDINATES AT HIRST, WERE THE ARR NAV PROBS THAT CAUSED THIS CREW TO MISS THE RESTR. HE HAS NOT SEEN THIS COMBINATION REQUIREMENT ON ANY OTHER RTE THAT HIS COMPANY OPERATES EXCEPT FOR THE FORMER SCURRY ARR INTO HOBBY.

Data retrieved from NASA's ASRS site as of July 2007 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.