GMAFB,

shortest distance/altitude loss I can find is 2k in 9 miles....and that was before the NOTAM changed most of the restrictions to at or above.

It's only a problem IF-
1. ATC changes the arrival on you end game-
2. You didn't actually look at all the NOTAMs
3. You don't have a copy of the NOTAMs w/you (vaguely remember it)
4. You accept your new clearance

Should be plenty of time for you to progam the FMS, Capt sets the pace. Not ATC and not the company.
If you allow yourself to be pushed into a corner, who's fault is it

 

I just flew this arrival yesterday for a first time in about 6+ months.

Even with the changes it creates a high workload.

I think it would help if they put 250KIAS speed restriction at Wizard. It would be hard to slow from 300 at Wizard and descend to 8000/210kias at Eldee in 12 miles.

Whoever designed that arrival is a ............

 

May have missed it, but, wasn't aware that there was a 300 knot restriction at Wizard.

Doesn't really seem that different than the arrivals into LAX, SFO, ORD (hard to believe how many waypoints the Watsn1 has), MSP, NY area.

I'm sure the workload is much higher than going into a smaller airport, but, shouldn't be that much of a surprise.

Even with the FMS, still just flying the airplane.
The ASRS reports mostly come down to failing to monitor,
PF input the wrong data or deleted a waypoint and the PM didn't crosscheck it

 

There isn't a 300KIAS restriction. But who fly's 250KIAS above 10?

It is a LOT different than any of those airport arrivals you listed. Have you flown the ELDEE arrival? It doesn't sound like it if you are comparing it with NYC,MSP and ORD.

 

Pilots with the situational awareness to recognize that slower speeds can alleviate some of the stress of a high workload environment...especially one that involves crossing restrictions within a short distance.

 

I fly 250 KIAS above 10k, when it's appropriate. I also fly less than 250 KIAS below 10k, when it's appropriate.

On the ELDEE, the fact that there isn't a speed restriction is exactly my point, guess the sarcasm wasn't strong enough (guess I should have used italics).
Shouldn't be that hard for an ATP card carrying pilot to make it work out, unless of course, you don't know how your particular airplane performs.

Oh, don't tend to fly the max forward airspeed away from where I want to go. Best example is taking off out of Boston. Can't go westbound until you get above 6k or so, so why do 250 KIAS eastbound and get further away from where I want to go.....so I fly best climb speed versus the 250.

I also plan to meet upcoming crossing restrictions, and yes, sometimes that means I'm doing 250 above 10----oh the horror-----versus having to file an ASRS report and hoping I don't get violated and wind up with some time off w/out pay.

Sometimes I even slow to 200KIAS early when I know ATC is likely to drop me below Class B airspace.
But again, that requires planning ahead versus simply reacting.
But, isn't that what we get paid to do?

 

I think the point here is that the EDLEE arrival is poorly designed. It was implemented to reduce controller workload, ie 'Descend Via'. Many pilots hate it. I wonder how many pilot deviations it has caused?

I think it would be pretty simple for all the aircraft with FMS and auto-throttles. Type if speeds/cross restrictions in and it does it all for you.

Seems to me that all the RNAV departures and arrivals cause problems...

 

First ever commercial piloting flight going into dca at night and getting close to imc conditions......I felt bad for the capt i was flying with. Anyways atc gave use some directs and we skipped some parts of that arrival. On another flight i was operating to dca, i asked atc what the deal is with the eldee arr. and the controller came back with "we are still trying to figure it out" (something to that effect).

 

Two problems with the approach, ELDEE cross at 8000ft and 210 knots, means that you have to slow and decend within 2000 feet and 12 miles after meeting the 10000 ft restriction at the previous fix. Considering that you may be well above 300kts+ at the previous fix. Good planning on the part of the PF helps here, but the potential for error is very insidious, especially for a person that only occasionally flies into DCA.

 

The biggest issue with all descend via arrivals is how the controllers constantly mess with the speed and give late altitude changes with the arrival.

They are much higher workload than the old procedures and it can be very tough to try to figure out what the controller actually wants.