Narrative:

Descending for landing at rdu; ATC cleared us to descend via the ALDAN1 arrival. We stepped down to each lower altitude at each waypoint on the arrival with the exception of the final waypoint butts which we crossed at 8;000 feet instead of the charted 6;000 feet. ATC was concerned that we might be too high for the quickly approaching turn on for the runway 23R ILS and asked if we could make it down from our present position. We informed ATC that we could make the descent without difficulty and they then cleared us for the 23R ILS approach and landing which was uneventful. The short distance between harsh and butts waypoints and ATC radar vectors to the 23R ILS course does not allow for much time to get the airplane set up for the ILS approach and to properly switch pages in the [electronic flight bag] and tune and identify the localizer. During high workload times such as this the [electronic flight bag] units we are forced to use are primarily responsible for the problem as they only display a single page on the screen at one time. With the previous professional grade paper charts we would have had all applicable pages out in front of us at the same time and would be able to cross check the needed information from all plates simultaneously with ease. Professional grade [paper] plates being re-issued to crews would prevent these types of events from occurring on a regular basis.

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Original NASA ASRS Text

Title: The crew was cleared to descend via the ALDAN1 ILS 23R RDU but was high at BUTTS. The reporter misread the crossing restriction due to workload and referencing the Electronic Flight Bag (EFB).

Narrative: Descending for landing at RDU; ATC cleared us to descend via the ALDAN1 arrival. We stepped down to each lower altitude at each waypoint on the arrival with the exception of the final waypoint BUTTS which we crossed at 8;000 feet instead of the charted 6;000 feet. ATC was concerned that we might be too high for the quickly approaching turn on for the runway 23R ILS and asked if we could make it down from our present position. We informed ATC that we could make the descent without difficulty and they then cleared us for the 23R ILS approach and landing which was uneventful. The short distance between HARSH and BUTTS waypoints and ATC radar vectors to the 23R ILS course does not allow for much time to get the airplane set up for the ILS approach and to properly switch pages in the [Electronic Flight Bag] and tune and identify the localizer. During high workload times such as this the [Electronic Flight Bag] units we are forced to use are primarily responsible for the problem as they only display a single page on the screen at one time. With the previous professional grade paper charts we would have had all applicable pages out in front of us at the same time and would be able to cross check the needed information from all plates simultaneously with ease. Professional grade [paper] plates being re-issued to crews would prevent these types of events from occurring on a regular basis.

Data retrieved from NASA's ASRS site 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.