Narrative:

Enroute to ZZZ I sent for the metar via ACARS; based on that information the first officer (first officer) briefed the ILS runway xx. As we descended we were finally able to pick up the current ATIS which was advertising visual approaches for rwys xy and xz. The winds were favoring xz so we briefed the visual backed up with lateral guidance from the RNAV Y xz. As we got closer to the airport a company aircraft; arriving prior to us; requested the RNAV Y xz. Approach control told us to expect the same; so the first officer briefed a few more things on the approach plate and we continued towards the airport. The airport was VFR during the current ATIS period; we would be starting the approach in IMC but would be in VMC as soon as descending from 8000 ft. Myself and the first officer were able to see the airport from over 10 miles out and proceeded visually to the field. Approaching the FAF we started our descent and noticed the 'snowflake' guidance required a higher than normal vertical speed; up to 1300 ft/minute in some cases. I referenced the chart and noticed; based on our ground speed and a 3.7 degree glide path; that a higher than normal vs was appropriate. During the debrief the first officer noticed that category D aircraft are not authorized for that particular approach. Based on that finding we should have executed a go-around and set up a visual approach in the FMS using vertical guidance from the papis. This was the first time into this airport for both myself and the first officer; we became complacent after receiving the ATIS with the assumption we would be conducting a visual approach. We decided to use lateral guidance via the RNAV due to the terrain around the airport. I was not diligent when reviewing the chart after being told to expect that particular approach since we weren't going to be in IMC for very long. I didn't suspect anything to be out of place due to the higher approach angle of the approach path and a fast ground speed. Also the fact that a company aircraft had just flown the approach didn't give me a reason to suspect that we couldn't fly that particular approach. Even though the chart itself listed 'cat a; B; and C only' in the header section; it didn't quite register for some reason. I thoroughly read the airport information page and it would have been helpful to have a note or ACARS message that says that particular approach in a crj-200 is prohibited. This is the first runway I've attempted an approach on that doesn't allow all aircraft speed categories so it's something I became complacent about.

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Original NASA ASRS Text

Title: CRJ-200 flight crew reported following incorrect approach procedure for aircraft type.

Narrative: Enroute to ZZZ I sent for the METAR via ACARS; based on that information the FO (First Officer) briefed the ILS RWY XX. As we descended we were finally able to pick up the current ATIS which was advertising visual approaches for RWYs XY and XZ. The winds were favoring XZ so we briefed the visual backed up with lateral guidance from the RNAV Y XZ. As we got closer to the airport a company aircraft; arriving prior to us; requested the RNAV Y XZ. Approach control told us to expect the same; so the FO briefed a few more things on the approach plate and we continued towards the airport. The airport was VFR during the current ATIS period; we would be starting the approach in IMC but would be in VMC as soon as descending from 8000 ft. Myself and the FO were able to see the airport from over 10 miles out and proceeded visually to the field. Approaching the FAF we started our descent and noticed the 'snowflake' guidance required a higher than normal vertical speed; up to 1300 ft/minute in some cases. I referenced the chart and noticed; based on our ground speed and a 3.7 degree glide path; that a higher than normal VS was appropriate. During the debrief the FO noticed that category D aircraft are not authorized for that particular approach. Based on that finding we should have executed a go-around and set up a visual approach in the FMS using vertical guidance from the PAPIs. This was the first time into this airport for both myself and the FO; we became complacent after receiving the ATIS with the assumption we would be conducting a visual approach. We decided to use lateral guidance via the RNAV due to the terrain around the airport. I was not diligent when reviewing the chart after being told to expect that particular approach since we weren't going to be in IMC for very long. I didn't suspect anything to be out of place due to the higher approach angle of the approach path and a fast ground speed. Also the fact that a company aircraft had just flown the approach didn't give me a reason to suspect that we couldn't fly that particular approach. Even though the chart itself listed 'Cat A; B; and C only' in the header section; it didn't quite register for some reason. I thoroughly read the airport information page and it would have been helpful to have a note or ACARS message that says that particular approach in a CRJ-200 is prohibited. This is the first runway I've attempted an approach on that doesn't allow all aircraft speed categories so it's something I became complacent about.

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.