Narrative:

First working flight ever for myself into dca. Enroute spent much time reviewing the river visual to runway 19 and special security concerns for arrival into dca. Eldee arrival was NOTAM with several altitude changes from what was published on the approach page. First officer entered the NOTAM changes into the FMS. We believe that when he deleted the altitude restriction at capps as per the NOTAM that the altitude restriction at revue was deleted by the FMS -- although we do not know this for sure -- I did not double check the altitudes he changed in the FMS. We were cleared to descend via the eldee. When I hit my constraint button to show the restrictions on the map display there was no altitude restriction at revue. I should have double checked against the approach page and confirmed with ATC but due to workload and time limitations did not. We descended below the required altitude before revue and at about 14400 ft roughly 2 miles prior to revue got a call from ATC. We confirmed our altitude and continued the arrival without incident. The number of altitude changes on the NOTAM seemed excessive based on my experience and was confusing and created unnecessary workload during a critical phase of flight.supplemental information from acn 785153: I believe I inadvertently deleted the crossing restriction of 15000 ft at revue when I amended the next waypoint pugee to comply with the NOTAM. Factors contributing: 1) we were tired. This was day 3. 2) it was nighttime. 3) we were unfamiliar with this airport or the procedure. 4) the unusual amount of amendments required to the arrival procedure. 5) not realizing that by changing one waypoint; I should check all the other waypoints. The rest of the arrival and landing was uneventful. Lesson learned was that I should check and recheck everything.

Related reports:

Google
 

Original NASA ASRS Text

Title: AN A320 REPORTS CROSSING THE REVUE WAYPOINT ON THE DCA ELDEE ARR LOW. THE WORKLOAD IS HIGH AND THE NUMBER OF CHANGES TO THE ARRIVAL CONFUSING.

Narrative: FIRST WORKING FLT EVER FOR MYSELF INTO DCA. ENROUTE SPENT MUCH TIME REVIEWING THE RIVER VISUAL TO RWY 19 AND SPECIAL SECURITY CONCERNS FOR ARRIVAL INTO DCA. ELDEE ARRIVAL WAS NOTAM WITH SEVERAL ALTITUDE CHANGES FROM WHAT WAS PUBLISHED ON THE APCH PAGE. FO ENTERED THE NOTAM CHANGES INTO THE FMS. WE BELIEVE THAT WHEN HE DELETED THE ALTITUDE RESTRICTION AT CAPPS AS PER THE NOTAM THAT THE ALTITUDE RESTRICTION AT REVUE WAS DELETED BY THE FMS -- ALTHOUGH WE DO NOT KNOW THIS FOR SURE -- I DID NOT DOUBLE CHECK THE ALTITUDES HE CHANGED IN THE FMS. WE WERE CLEARED TO DESCEND VIA THE ELDEE. WHEN I HIT MY CONSTRAINT BUTTON TO SHOW THE RESTRICTIONS ON THE MAP DISPLAY THERE WAS NO ALTITUDE RESTRICTION AT REVUE. I SHOULD HAVE DOUBLE CHECKED AGAINST THE APCH PAGE AND CONFIRMED WITH ATC BUT DUE TO WORKLOAD AND TIME LIMITATIONS DID NOT. WE DESCENDED BELOW THE REQUIRED ALTITUDE BEFORE REVUE AND AT ABOUT 14400 FT ROUGHLY 2 MILES PRIOR TO REVUE GOT A CALL FROM ATC. WE CONFIRMED OUR ALTITUDE AND CONTINUED THE ARRIVAL WITHOUT INCIDENT. THE NUMBER OF ALTITUDE CHANGES ON THE NOTAM SEEMED EXCESSIVE BASED ON MY EXPERIENCE AND WAS CONFUSING AND CREATED UNNECESSARY WORKLOAD DURING A CRITICAL PHASE OF FLIGHT.SUPPLEMENTAL INFO FROM ACN 785153: I BELIEVE I INADVERTENTLY DELETED THE CROSSING RESTRICTION OF 15000 FT AT REVUE WHEN I AMENDED THE NEXT WAYPOINT PUGEE TO COMPLY WITH THE NOTAM. FACTORS CONTRIBUTING: 1) WE WERE TIRED. THIS WAS DAY 3. 2) IT WAS NIGHTTIME. 3) WE WERE UNFAMILIAR WITH THIS AIRPORT OR THE PROCEDURE. 4) THE UNUSUAL AMOUNT OF AMENDMENTS REQUIRED TO THE ARRIVAL PROCEDURE. 5) NOT REALIZING THAT BY CHANGING ONE WAYPOINT; I SHOULD CHECK ALL THE OTHER WAYPOINTS. THE REST OF THE ARRIVAL AND LANDING WAS UNEVENTFUL. LESSON LEARNED WAS THAT I SHOULD CHECK AND RECHECK EVERYTHING.

Data retrieved from NASA's ASRS site as of May 2009 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.