B757-200
Flight Crew Air Transport Pilot (ATP)
Other / Unknown; Situational Awareness
Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Aircraft; Procedure; Human Factors
While descending via the BLUZZ1 RNAV STAR; we were given descent via BLUZZ1 landing (north) trans. We had briefed and planned on landing Runway 27 in Memphis. After determining we would in fact probably get Runway 27; we built the approach and transition with Runway 27 and BLUZZ1. We received a call from Memphis ATC inquiring if we were descending via the north transition and were told it was not a problem but had not met the LTOWN airspeed/altitude restriction of 280 KTS between 16;000-14;000. We learned that by programming Runway 27 with the BLUZZ1 arrival; it has you turning towards COPEN and never crossing LTOWN; basically setting you up for the landing (south) transition. We did in fact receive clearance for Runway 27 and the rest of the arrival and approach were uneventful. [mistake was caused by] not double checking the airspeed/alt restrictions and headings associated with arrivals. I believe the notes on the BLUZZ1 STAR helped in creating confusion. The note at COPEN includes landing south runways 9; 18L/C/R; 27; while the landing north includes runways 36L/C/R without Runway 27. So we would have had to build the approach to one of the 36's and at the last minute switch to Runway 27. The programming did not take into consideration Runway 27 with landing north flow. I think a ball note warning against this would have helped.
On approach to Memphis the ATIS was calling south flow and the 18's for arrival. We loaded the BLUZZ1 Arrival [landing south] for Runway 18L in the FMS. As we got closer; just prior to top of descent; we got a new ATIS that reflected north arrivals for the 36's and Runway 27. A glance at the STAR noted the south transition for Runway 27 which is what we expected and we reloaded the approach but due to loading restrictions; it kept the south transition in the FMS. Upon descent clearance about FL240 we were told to descend via the Bluzz1 landing north transition. Neither myself nor the Captain considered the impact the North transition would have on our altitude gates on arrival. The end result is we descended early on the arrival and got below the normal altitude gates for LTOWN (we were about to turn for COPEN and 10K). Memphis Center/Approach queried us about our altitude and asked if we had planned the north transition and it was then that we realized our mistake. They gave us a new clearance direct COPEN for Runway 27 and a descent to 4;000 FT. The Controller stated that there was no problem on the arrival and not to worry about it.  We obviously could have done this better; but I believe that the chart could lead you astray with the comment about using south flow for [Runway] 27.Not confirming with ATC the intent for landing. Query the controller about the North transition and Runway 27. If they really want the landing north transition and utilize Runway 27; you have to circumvent the FMS loading to trick it into [Runway] 27 while loading the north transition. In the B757 FMS; when you select Runway 27 and the BLUZZ1 arrival; it automatically selects the south flow.
B757 flight crew is cleared to fly the BLUZZ1 arrival landing north transition and expect Runway 27. When Runway 27 is entered in the FMC the landing south transition is automatically selected which the crew does not detect until noted by ATC.