So are they talking about STARs, IAPs, or RNAV visuals (like the new ones in ATL)?
They talk about the multiple stepdowns currently given by controllers but that seems to be more of a problem of controllers over controlling. I've been on right downwind over Vashon at 10,000' and given a decent to 7 then 6 then 5 then 4 then 3 right turn 070 over Lynwood then approach clearance. I've also been given 3000 immediately and given the turn over the bay at about 5500 which gives you a flight idle decent (with drag) to inside Boeing field when you start configuring. They also mention PHX as one of the airports that has constant decent arrivals but in my experience at least on the Geela arrival you waste a lot of fuel because you are so low so far away from the airport. That arrival is also far from a constant descent. With all the altitude and speed changes it is a jerky ride with or without coupled VNAV. The Riivr and Seavu in LA work much better if you know how to program the box. It would be better just flying downwind at 10 or 11 and being in a constant decent instead of being down at 7000 before even getting abeam the airport and driving in the chop for 20+ miles on downwind.
Can't say I'm thrilled that it will have the same wake seperation minimums that we have today. Crossing the same precise point that a heavy just went over clean and slow isn't a great idea. Been slammed sideways when 20 in trail of a 747 descending out of cruise before.
Not to mention that heavier aircraft will be able to stay higher longer since they come down at a higher verical speed. Just the other day, we were clean and descending at minimum clean maneuvering speed with the boards out and were only doing 1000 FPM.