A319 flight crew attempt FMS STAR reentry as FMS malfunctions on the korry STAR.

Attributes
ACN	535692
Time
Date	200201
Day	Wed
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : lga.airport
State Reference	NY
Altitude	msl bound lower : 11000 msl bound upper : 11900
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	tracon : n90.tracon
Operator	common carrier : air carrier
Make Model Name	A319
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	descent : approach descent : vacating altitude
Route In Use	arrival star : korry. one
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp pilot : commercial pilot : instrument pilot : multi engine
Experience	flight time last 90 days : 100 flight time total : 13000 flight time type : 900
ASRS Report	535692
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Events
Anomaly	aircraft equipment problem : critical altitude deviation : crossing restriction not met altitude deviation : undershoot non adherence : clearance non adherence : published procedure
Independent Detector	aircraft equipment other aircraft equipment : fmc other controllera other flight crewa other flight crewb
Resolutory Action	aircraft : automation overrode flight crew controller : issued advisory controller : issued new clearance
Consequence	faa : reviewed incident with flight crew
Supplementary
Problem Areas	Chart Or Publication Aircraft Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation
Situations
Chart	star : korry wac : 1081

Narrative:

Operating air carrier, flight XXXX mco-lga, cleared to descend via the korry one into lga. Altitude crossing restrs of 10000 ft at korry and 11000 ft at brand. Approaching brand intersection, I changed the runway of arrival in the FMGC, a normal procedure. When I changed the runway, the arrival also changed, not a normal procedure. The autoplt switched into heading and vertical speed modes instead of navigation tracking and the navigation display showed the arrival we were flying disappeared and the other arrival well off to the west! This had never happened to me before in 3 yrs on the airbus. While we were getting the proper arrival reloaded into the FMGC, we crossed brand intersection in the vicinity of 11900 ft instead of 11000 ft. No query from ATC. We got the FMGC reprogrammed, and realized we would be too high to make korry at 10000 ft. As we picked up the microphone to advise ATC, ATC asked if we could make korry at 10000 ft. We advised them of our navigation problem and received amended clearance to descend to 10000 ft. No mention made of brand at 11000 ft and no conflicts. This is a new arrival into lga, designed to help separate lga and ewr arrs. The last 2 altitude restrs are only 5 mi apart, and are very difficult to make at high speeds. The arrival has no speed restrs, so we slow ourselves to make the altitudes. The problem comes in when you are assigned a speed, such as 290 KTS as we were. This is the second time I have flown this approach, and I think it needs some work! I am probably not the only one! But I suppose that with all new procedures, it will take some getting used to or some tweaking by ATC to make it work. As for the arrival dropping out of our navigation system when the runway was changed, that was the first time I have seen that happen, and I could not duplicate it again. A glitch? Let's hope so. If a software problem? Let's get it fixed. This was another 'what's it doing that for?!

Original NASA ASRS Text

Title: A319 FLC ATTEMPT FMS STAR REENTRY AS FMS MALFUNCTIONS ON THE KORRY STAR.

Narrative: OPERATING ACR, FLT XXXX MCO-LGA, CLRED TO DSND VIA THE KORRY ONE INTO LGA. ALT XING RESTRS OF 10000 FT AT KORRY AND 11000 FT AT BRAND. APCHING BRAND INTXN, I CHANGED THE RWY OF ARR IN THE FMGC, A NORMAL PROC. WHEN I CHANGED THE RWY, THE ARR ALSO CHANGED, NOT A NORMAL PROC. THE AUTOPLT SWITCHED INTO HEADING AND VERT SPD MODES INSTEAD OF NAV TRACKING AND THE NAV DISPLAY SHOWED THE ARR WE WERE FLYING DISAPPEARED AND THE OTHER ARR WELL OFF TO THE W! THIS HAD NEVER HAPPENED TO ME BEFORE IN 3 YRS ON THE AIRBUS. WHILE WE WERE GETTING THE PROPER ARR RELOADED INTO THE FMGC, WE CROSSED BRAND INTXN IN THE VICINITY OF 11900 FT INSTEAD OF 11000 FT. NO QUERY FROM ATC. WE GOT THE FMGC REPROGRAMMED, AND REALIZED WE WOULD BE TOO HIGH TO MAKE KORRY AT 10000 FT. AS WE PICKED UP THE MIKE TO ADVISE ATC, ATC ASKED IF WE COULD MAKE KORRY AT 10000 FT. WE ADVISED THEM OF OUR NAV PROB AND RECEIVED AMENDED CLRNC TO DSND TO 10000 FT. NO MENTION MADE OF BRAND AT 11000 FT AND NO CONFLICTS. THIS IS A NEW ARR INTO LGA, DESIGNED TO HELP SEPARATE LGA AND EWR ARRS. THE LAST 2 ALT RESTRS ARE ONLY 5 MI APART, AND ARE VERY DIFFICULT TO MAKE AT HIGH SPDS. THE ARR HAS NO SPD RESTRS, SO WE SLOW OURSELVES TO MAKE THE ALTS. THE PROB COMES IN WHEN YOU ARE ASSIGNED A SPD, SUCH AS 290 KTS AS WE WERE. THIS IS THE SECOND TIME I HAVE FLOWN THIS APCH, AND I THINK IT NEEDS SOME WORK! I AM PROBABLY NOT THE ONLY ONE! BUT I SUPPOSE THAT WITH ALL NEW PROCS, IT WILL TAKE SOME GETTING USED TO OR SOME TWEAKING BY ATC TO MAKE IT WORK. AS FOR THE ARR DROPPING OUT OF OUR NAV SYS WHEN THE RWY WAS CHANGED, THAT WAS THE FIRST TIME I HAVE SEEN THAT HAPPEN, AND I COULD NOT DUPLICATE IT AGAIN. A GLITCH? LET'S HOPE SO. IF A SOFTWARE PROB? LET'S GET IT FIXED. THIS WAS ANOTHER 'WHAT'S IT DOING THAT FOR?!

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.