Narrative:

At cruise altitude we had been cleared for the wlder 4 arrival to mem. We were then vectored off of the approach to the west and had been given several speed changes, then were given a 190 degree heading to intercept the wlder 4 arrival and told to cross ltown at 10000 ft even though we'd been advised of a runway 36R arrival. (The STAR is expect 12000 ft when landing north.) at about 15 DME from mem VOR, we were cleared to (I believe) 5000 ft. We had to slow from our assigned 320 KT airspeed to 250 KTS, accomplish our 'approach checklist' and switch approach control frequencys. The result was that we missed the turn at clark intersection to a 175 degree heading. The new approach controller asked our heading (I responded 225 degrees), told us to turn to a 160 degree heading and stated 'next time you come to memphis you better study your arrival chart.' we missed the turn. However, controllers should be trained that 10000 ft is a very busy time for pilots and that an overload is possible. Additionally, many stars are to a fix and 'expect radar vectors to the final approach course.' it would help if the FAA would standardize the stars or if publisher could better highlight required turns as opposed to radar vectors. Supplemental information from acn 477986: although I was very familiar with that specific arrival, I flew for commuter for 4 yrs, I seemed to be task saturated. ATC gave us a descent clearance to 6000 ft MSL and a frequency change too close to the 8 mi turning fix. I was occupied with slowing the aircraft considerably (80 KIAS), by pulling throttles to idle, extending the speed brakes, acknowledging to the captain our descent clearance (company procedure) and asking him for the approach checklist (leaving 10000 ft MSL). He missed the turn, because he was the PNF, switching on the lights, dialing in our new altitude, changing frequencys, and making the radio xmissions.

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Original NASA ASRS Text

Title: A DC9-30 FLC FAILS TO MAKE THE PUBLISHED TURN TO 175 DEGS ON THE WLDER STAR WHEN DSNDING TO 5000 FT, 5 MI NE OF THE MEM VOR, TN.

Narrative: AT CRUISE ALT WE HAD BEEN CLRED FOR THE WLDER 4 ARR TO MEM. WE WERE THEN VECTORED OFF OF THE APCH TO THE W AND HAD BEEN GIVEN SEVERAL SPD CHANGES, THEN WERE GIVEN A 190 DEG HDG TO INTERCEPT THE WLDER 4 ARR AND TOLD TO CROSS LTOWN AT 10000 FT EVEN THOUGH WE'D BEEN ADVISED OF A RWY 36R ARR. (THE STAR IS EXPECT 12000 FT WHEN LNDG N.) AT ABOUT 15 DME FROM MEM VOR, WE WERE CLRED TO (I BELIEVE) 5000 FT. WE HAD TO SLOW FROM OUR ASSIGNED 320 KT AIRSPD TO 250 KTS, ACCOMPLISH OUR 'APCH CHKLIST' AND SWITCH APCH CTL FREQS. THE RESULT WAS THAT WE MISSED THE TURN AT CLARK INTXN TO A 175 DEG HDG. THE NEW APCH CTLR ASKED OUR HDG (I RESPONDED 225 DEGS), TOLD US TO TURN TO A 160 DEG HDG AND STATED 'NEXT TIME YOU COME TO MEMPHIS YOU BETTER STUDY YOUR ARR CHART.' WE MISSED THE TURN. HOWEVER, CTLRS SHOULD BE TRAINED THAT 10000 FT IS A VERY BUSY TIME FOR PLTS AND THAT AN OVERLOAD IS POSSIBLE. ADDITIONALLY, MANY STARS ARE TO A FIX AND 'EXPECT RADAR VECTORS TO THE FINAL APCH COURSE.' IT WOULD HELP IF THE FAA WOULD STANDARDIZE THE STARS OR IF PUBLISHER COULD BETTER HIGHLIGHT REQUIRED TURNS AS OPPOSED TO RADAR VECTORS. SUPPLEMENTAL INFO FROM ACN 477986: ALTHOUGH I WAS VERY FAMILIAR WITH THAT SPECIFIC ARR, I FLEW FOR COMMUTER FOR 4 YRS, I SEEMED TO BE TASK SATURATED. ATC GAVE US A DSCNT CLRNC TO 6000 FT MSL AND A FREQ CHANGE TOO CLOSE TO THE 8 MI TURNING FIX. I WAS OCCUPIED WITH SLOWING THE ACFT CONSIDERABLY (80 KIAS), BY PULLING THROTTLES TO IDLE, EXTENDING THE SPD BRAKES, ACKNOWLEDGING TO THE CAPT OUR DSCNT CLRNC (COMPANY PROC) AND ASKING HIM FOR THE APCH CHKLIST (LEAVING 10000 FT MSL). HE MISSED THE TURN, BECAUSE HE WAS THE PNF, SWITCHING ON THE LIGHTS, DIALING IN OUR NEW ALT, CHANGING FREQS, AND MAKING THE RADIO XMISSIONS.

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.