Narrative:

We were proceeding to lga via the korry one arrival. We were cleared to cross ridgy at FL270 then reclred to FL250. At FL250 we encountered moderate turbulence and light rime icing. We were given pilot's discretion to FL190. We descended immediately to get out of the turbulence. Sometime between ridgy and eno, we were cleared to 'descend via the korry arrival,' at skipy, we were level at FL190 with a 50-60 KT tailwind in icing conditions. We realized we were behind the descent profile a few mi prior to edjer. (The pms indicated we would be 3 mi long at brand using the flight plan winds for rbv of 270 degrees at 70 KTS.) we immediately began the descent at or just after edjer using full speed brakes. Just prior to davys we received a frequency change (to 127.3). We checked on and requested relief from the brand altitude restr. We did not get a response. After a radio call from another aircraft, we checked on again and asked for relief. The controller asked us how high we would be at brand and we told him about 13000 ft. He said 'there's not much we can do about that now...' we crossed brand at approximately 13000 ft, (required altitude is 11000 ft). We then crossed korry on profile at 10000 ft and resumed the STAR. I feel the descent rates in this STAR are very challenging under normal conditions. When you add strong tailwinds and icing conditions, it becomes extremely difficult to comply with the descent in the S80. Especially problematic is the descent between brand and korry (6 NM to lose 2000 ft).

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Original NASA ASRS Text

Title: S80 FLC STRUGGLE AGAINST WX FACTORS TO COMPLY WITH STAR RESTRS AND ATTEMPT RELIEF FROM N90 UNSUCCESSFULLY.

Narrative: WE WERE PROCEEDING TO LGA VIA THE KORRY ONE ARR. WE WERE CLRED TO CROSS RIDGY AT FL270 THEN RECLRED TO FL250. AT FL250 WE ENCOUNTERED MODERATE TURB AND LIGHT RIME ICING. WE WERE GIVEN PLT'S DISCRETION TO FL190. WE DSNDED IMMEDIATELY TO GET OUT OF THE TURB. SOMETIME BTWN RIDGY AND ENO, WE WERE CLRED TO 'DSND VIA THE KORRY ARR,' AT SKIPY, WE WERE LEVEL AT FL190 WITH A 50-60 KT TAILWIND IN ICING CONDITIONS. WE REALIZED WE WERE BEHIND THE DSCNT PROFILE A FEW MI PRIOR TO EDJER. (THE PMS INDICATED WE WOULD BE 3 MI LONG AT BRAND USING THE FLT PLAN WINDS FOR RBV OF 270 DEGS AT 70 KTS.) WE IMMEDIATELY BEGAN THE DSCNT AT OR JUST AFTER EDJER USING FULL SPD BRAKES. JUST PRIOR TO DAVYS WE RECEIVED A FREQ CHANGE (TO 127.3). WE CHKED ON AND REQUESTED RELIEF FROM THE BRAND ALT RESTR. WE DID NOT GET A RESPONSE. AFTER A RADIO CALL FROM ANOTHER ACFT, WE CHKED ON AGAIN AND ASKED FOR RELIEF. THE CTLR ASKED US HOW HIGH WE WOULD BE AT BRAND AND WE TOLD HIM ABOUT 13000 FT. HE SAID 'THERE'S NOT MUCH WE CAN DO ABOUT THAT NOW...' WE CROSSED BRAND AT APPROX 13000 FT, (REQUIRED ALT IS 11000 FT). WE THEN CROSSED KORRY ON PROFILE AT 10000 FT AND RESUMED THE STAR. I FEEL THE DSCNT RATES IN THIS STAR ARE VERY CHALLENGING UNDER NORMAL CONDITIONS. WHEN YOU ADD STRONG TAILWINDS AND ICING CONDITIONS, IT BECOMES EXTREMELY DIFFICULT TO COMPLY WITH THE DSCNT IN THE S80. ESPECIALLY PROBLEMATIC IS THE DSCNT BTWN BRAND AND KORRY (6 NM TO LOSE 2000 FT).

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.