Air carrier flight crew reported while using VNAV on the BRUSR1 STAR into PHX published crossing altitudes resulted in energy management challenges. The crew suggested a hard crossing altitude of 4;000 ft at JAMIL would mitigate these issues. ATC informed other crews have encountered similar challenges.
Synopsis
Air carrier flight crew reported while using VNAV on the BRUSR1 STAR into PHX published crossing altitudes resulted in energy management challenges. The crew suggested a hard crossing altitude of 4;000 ft at JAMIL would mitigate these issues. ATC informed other crews have encountered similar challenges.
Narrative
VNAV calculates Top of Descent from 6000 ft. at TLMAN waypoint on the BRUSR1 RNAV Arrival; based on overflying JAMIL waypoint (at or above 4000 ft.) to a vector to final; rather than intercepting the final approach course at JAMIL for the ILS to Runway 8. This left the aircraft very high on approach when ATC issues a turn to final and the clearance for (usually) a visual approach. There was plenty of distance to return to the correct glidepath after aggressively slowing and configuring the aircraft. (This descent problem would also happen on the Runway 7L and 7R transitions.) Approach Control told us that many aircraft turn final at the same excessive height; and that ATC had been trying to change the STAR to put aircraft at a better altitude for intercepting the final approach course and glidepath. VNAV descent profile did not match ATC expectation.Change JAMIL crossing restriction to At 4;000 ft.;" on the BRUSR1 rather than "At or above 4;000 ft.;" as currently published; or eliminate the vector after JAMIL and allow the FMS discontinuity with the ILS 8 to close; as it does on the HYDRR Arrival. (Also correct the Runway 7L and 7R transitions on the BRUSR Arrival.) In the mean time; publish a company note directing the the Crew to manually intervene in the descent profile after TLMAN to cross JAMIL at 4;000 ft. to establish a normal glidepath after intercepting final; or set the STAR's JAMIL crossing altitude to a "Hard" 4;000 ft. to accomplish the same goal.'"
Second reporter narrative
On the BRUSR1 Arrival to Runway 8 VNAV kept us at 6;000 ft.; until way too late to make a normal descent. JAMIL was depicted as above 4;000 ft. on the STAR and VNAV kept the descent point out of 6;000 ft. just before JAMIL. The ILS 8 did not automatically tie into the STAR at JAMIL. When we got the Approach Clearance and connected the arrival to the approach; all of a sudden we were way above VNAV glidepath. We had to fully configure level and come down at a high rate of descent in order to meet stabilized approach criteria. The Approach Controller stated that crews consistently find themselves very high at that point; and that the local Controllers have been requesting a change for years. VNAV put us very high on the arrival.Make JAMIL a mandatory 4;000 ft. point on the BRUSR Arrival so that VNAV commands a descent out of 6;000 ft. and keeps the aircraft on a normal glideslope. Add a note to the company information recommending Crews make JAMIL a hard altitude on the BRUSR until the chart can be changed. FOWLE and BALTE probably have the same issue.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.