Narrative:

I was the captain of flight X from bil to slc on mar/xx/97. Flight plan was bil-jac-cartr one arrival to slc. During cruise and north of jac we were cleared direct to cartr intersection by ZLC and instructed to fly the balance of cartr one arrival. A few mins later, we were reclred to 'fly a heading and intercept the ogden VOR 353 degree radial and proceed inbound to cartr intersection.' at this point I felt we had been removed from the cartr one arrival and could expect vectors at cartr. We were given a late descent to cross cartr at 16000 ft MSL and 280 KIAS. We made the crossing restr and were handed off to slc approach passing cartr. Approach cleared us to intercept the ILS to runway 16L. I asked what heading he wanted for the intercept. The controller told us we should be on the cartr one arrival which has a published intercept course for runway 16L and he asked our speed. I told him center assigned us 280 KIAS. It was obvious he expected 250 KIAS as he said we had a 50 plus KT overtake on the aircraft in front of us. We slowed and landed uneventfully on runway 16L. The communication between the ZLC controller and slc approach controller seemed poor or they were assuming we would know they wanted us to slow to 250 KIAS at the intercept and fly the arrival even though we had been taken off the published arrival earlier. No speeds are published on the arrival. In addition the cartr one arrival is confusing and easy to misinterpret (see attached copy of cartr one arrival). Divet intersection is the intercept point for the ILS runway 16L using ILS frequency 109.5, another intersection baggg is 5 mi past divet and uses the ILS runway 16R frequency 111.9. The 2 different frequencys are placed next to each other on a very crowded chart. I inadvertently selected 111.9 for the intercept. We were also cleared to cross wudds intersection at or above 12000 ft MSL. Wudds is not on the arrival chart, even though it's 2.1 mi past divet, or 32.9 NM from slc. Reference is made to wudds on the approach chart for runway 16L (see copy of runway 16L ILS chart), it is not depicted on the chart. A note in small print gives the DME for wudds. The cartr one arrival does show yyipp which is the FAF and 7 DME from slc and not needed for the arrival. Wudds is between divet and yyipp on the ILS runway 16L centerline. All of the slc arrs are very complicated and easy to misinterpret. The potential for error is high.

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Original NASA ASRS Text

Title: COMPLICATED ARR CHART PLUS INTERFAC COM BREAKDOWN, RPTR CAPT WAS UNSURE OF CLRNC AND APPARENTLY CTLR EXPECTED FLC TO BE AT A SPD WHICH HAD NOT BEEN ASSIGNED NOR DEPICTED ON THE CHART.

Narrative: I WAS THE CAPT OF FLT X FROM BIL TO SLC ON MAR/XX/97. FLT PLAN WAS BIL-JAC-CARTR ONE ARR TO SLC. DURING CRUISE AND N OF JAC WE WERE CLRED DIRECT TO CARTR INTXN BY ZLC AND INSTRUCTED TO FLY THE BAL OF CARTR ONE ARR. A FEW MINS LATER, WE WERE RECLRED TO 'FLY A HEADING AND INTERCEPT THE OGDEN VOR 353 DEG RADIAL AND PROCEED INBOUND TO CARTR INTXN.' AT THIS POINT I FELT WE HAD BEEN REMOVED FROM THE CARTR ONE ARR AND COULD EXPECT VECTORS AT CARTR. WE WERE GIVEN A LATE DSCNT TO CROSS CARTR AT 16000 FT MSL AND 280 KIAS. WE MADE THE XING RESTR AND WERE HANDED OFF TO SLC APCH PASSING CARTR. APCH CLRED US TO INTERCEPT THE ILS TO RWY 16L. I ASKED WHAT HEADING HE WANTED FOR THE INTERCEPT. THE CTLR TOLD US WE SHOULD BE ON THE CARTR ONE ARR WHICH HAS A PUBLISHED INTERCEPT COURSE FOR RWY 16L AND HE ASKED OUR SPD. I TOLD HIM CTR ASSIGNED US 280 KIAS. IT WAS OBVIOUS HE EXPECTED 250 KIAS AS HE SAID WE HAD A 50 PLUS KT OVERTAKE ON THE ACFT IN FRONT OF US. WE SLOWED AND LANDED UNEVENTFULLY ON RWY 16L. THE COM BTWN THE ZLC CTLR AND SLC APCH CTLR SEEMED POOR OR THEY WERE ASSUMING WE WOULD KNOW THEY WANTED US TO SLOW TO 250 KIAS AT THE INTERCEPT AND FLY THE ARR EVEN THOUGH WE HAD BEEN TAKEN OFF THE PUBLISHED ARR EARLIER. NO SPDS ARE PUBLISHED ON THE ARR. IN ADDITION THE CARTR ONE ARR IS CONFUSING AND EASY TO MISINTERPRET (SEE ATTACHED COPY OF CARTR ONE ARR). DIVET INTXN IS THE INTERCEPT POINT FOR THE ILS RWY 16L USING ILS FREQ 109.5, ANOTHER INTXN BAGGG IS 5 MI PAST DIVET AND USES THE ILS RWY 16R FREQ 111.9. THE 2 DIFFERENT FREQS ARE PLACED NEXT TO EACH OTHER ON A VERY CROWDED CHART. I INADVERTENTLY SELECTED 111.9 FOR THE INTERCEPT. WE WERE ALSO CLRED TO CROSS WUDDS INTXN AT OR ABOVE 12000 FT MSL. WUDDS IS NOT ON THE ARR CHART, EVEN THOUGH IT'S 2.1 MI PAST DIVET, OR 32.9 NM FROM SLC. REF IS MADE TO WUDDS ON THE APCH CHART FOR RWY 16L (SEE COPY OF RWY 16L ILS CHART), IT IS NOT DEPICTED ON THE CHART. A NOTE IN SMALL PRINT GIVES THE DME FOR WUDDS. THE CARTR ONE ARR DOES SHOW YYIPP WHICH IS THE FAF AND 7 DME FROM SLC AND NOT NEEDED FOR THE ARR. WUDDS IS BTWN DIVET AND YYIPP ON THE ILS RWY 16L CTRLINE. ALL OF THE SLC ARRS ARE VERY COMPLICATED AND EASY TO MISINTERPRET. THE POTENTIAL FOR ERROR IS HIGH.

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.