Narrative:

We were enroute to chs as a scheduled 121 flight. When entering the flight planned information into the FMS we noticed that the FMS stated ninja intersection should be crossed at or below FL220 and at or above 11;000 on the ospri one arrival into chs. The captain and I looked at the chart on the ground and noticed the commercial chart only said ninja needed to be crossed below FL220 and the next intersection at or above 10;000 MSL. We thought this was weird because there was not much distance from ninja to the next intersection but we decided to go with the chart since it was current and it should probably supersede what was in the FMS database from which my company has been having problems with lately. Before we pushed back we had reviewed the paperwork and the captain had declared that he had reviewed the pertinent notams for the flight. We proceeded on course and were given 'descend via the ospri one arrival' when we got a bit closer to chs. The captain and I had set up to cross the intersection after ninja at or above 10;000 and did not have any concern about ninja intersection as it only stated at or below FL220 in the chart and we were only filed at 12;000 ft. When we reached 10;000 the controller informed us that we had missed the restriction that we needed to remain above 11;000 to cross ninja intersection and they pointed out that the MEA on the chart was actually 11;000 (we missed that). The controller stated there was no conflicting traffic and did not give us new instructions and we continued to fly the arrival and safely land in chs.this crossing restriction was missed for several reasons. One of the main reasons for the confusion was that the commercial charts are incorrect despite being very current. The captain and I incorrectly put our faith in what the commercial charts read and followed them missing the corrections that were contained in the notams. Unfortunately another cause of this mistake was the very fact that we missed the NOTAM in the paperwork that corrected this problem. Other reasons that led up to the mistake being made is that my airline in particular has been having several problems with the FMS database and several arrivals and approaches are in the FMS incorrectly and we have been told by the company to disregard them. This disregarding of the database made us complacent and rely more heavily on the chart which was incorrect because we did not believe the database to be correct. Last but not least for the issues that caused this deviation was the arrival into chs is new and fairly complex for an airport of that size. Instead of just marking crossing restrictions they have lots of above and below crossings as well as some that are in between. These restrictions drew our attention and had us focusing on flying the best we could and it only made us miss one and cause an error. I think the best way to correct this problem would be to simplify the arrival into chs and make simple crossing restrictions. Also the commercial chart needs to be fixed immediately and we have already contacted our company and told them to put out a crew alert for this particular mistake. As for what we as the flight crew can do I think I should not have taken the captains word for reviewing the notams even though I saw him looking through the paperwork and I should review them myself every time. I feel that I rushed a little too much to get the flight out on time since the aircraft came in late and that led to us missing that particular NOTAM.

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Original NASA ASRS Text

Title: CL65 First Officer reports crossing NINJA at 10;000 FT on the OSPRI 1 arrival to CHS and is admonished by ATC for being 1;000 FT low.

Narrative: We were enroute to CHS as a scheduled 121 flight. When entering the flight planned information into the FMS we noticed that the FMS stated NINJA Intersection should be crossed at or below FL220 and at or above 11;000 on the OSPRI ONE arrival into CHS. The Captain and I looked at the chart on the ground and noticed the Commercial Chart only said NINJA needed to be crossed below FL220 and the next intersection at or above 10;000 MSL. We thought this was weird because there was not much distance from NINJA to the next intersection but we decided to go with the chart since it was current and it should probably supersede what was in the FMS database from which my company has been having problems with lately. Before we pushed back we had reviewed the paperwork and the Captain had declared that he had reviewed the pertinent NOTAMs for the flight. We proceeded on course and were given 'descend via the OSPRI ONE arrival' when we got a bit closer to CHS. The Captain and I had set up to cross the intersection after NINJA at or above 10;000 and did not have any concern about NINJA Intersection as it only stated at or below FL220 in the chart and we were only filed at 12;000 FT. When we reached 10;000 the Controller informed us that we had missed the restriction that we needed to remain above 11;000 to cross NINJA Intersection and they pointed out that the MEA on the chart was actually 11;000 (we missed that). The Controller stated there was no conflicting traffic and did not give us new instructions and we continued to fly the arrival and safely land in CHS.This crossing restriction was missed for several reasons. One of the main reasons for the confusion was that the Commercial Charts are incorrect despite being very current. The Captain and I incorrectly put our faith in what the Commercial Charts read and followed them missing the corrections that were contained in the NOTAMs. Unfortunately another cause of this mistake was the very fact that we missed the NOTAM in the paperwork that corrected this problem. Other reasons that led up to the mistake being made is that my airline in particular has been having several problems with the FMS database and several arrivals and approaches are in the FMS incorrectly and we have been told by the company to disregard them. This disregarding of the database made us complacent and rely more heavily on the chart which was incorrect because we did not believe the database to be correct. Last but not least for the issues that caused this deviation was the arrival into CHS is new and fairly complex for an airport of that size. Instead of just marking crossing restrictions they have lots of above and below crossings as well as some that are in between. These restrictions drew our attention and had us focusing on flying the best we could and it only made us miss one and cause an error. I think the best way to correct this problem would be to simplify the arrival into CHS and make simple crossing restrictions. Also the Commercial Chart needs to be fixed immediately and we have already contacted our company and told them to put out a crew alert for this particular mistake. As for what we as the flight crew can do I think I should not have taken the Captains word for reviewing the NOTAMs even though I saw him looking through the paperwork and I should review them myself every time. I feel that I rushed a little too much to get the flight out on time since the aircraft came in late and that led to us missing that particular NOTAM.

Data retrieved from NASA's ASRS site as of April 2012 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.