Narrative:

Arrival [waypoint] restrictions [on the trups RNAV STAR] as well as the approach procedure were briefed and verified before top of descent. ATC cleared us to cross ranjr at FL280 per the arrival. The captain started descent a little late plus we had a strong tailwind. He elected to use open descent and selected airspeed instead of managed descent mode. I calculated we were going to be high and informed the captain who said we were going to be ok. He may have trusted the blue bottom of descent arrow on the nd which showed we would make the restriction; however; this indication is totally inaccurate in open descent mode. He then extended speed brakes but we were still going to be high. I informed ATC that we were not able to make the restriction. ATC said it was ok but to cross the next one at or below FL180 as charted. We were also high for that one and again informed ATC in advance. He again said it was ok and to delete the next three speed restrictions and descend via the arrival. We barely made the 18;000 ft restriction by using a lot of speed brake. The bottom of the arrival was at 6;000 ft and the captain set it and we both verified. The last two waypoints on the arrival are rllll; to be crossed at 210 KTS/6;000 ft and lacke also at 6;000 ft. The captain was using selected speed in the descent and I saw him make the reduction to 210 KTS. I was looking out for traffic but quickly looked at the nd when crossing rllll. I noticed we were crossing it at 8;000 ft (the crossing altitude for the previous waypoint; letz) and told the captain. At the same time ATC asked why we were still at 8;000 ft. I told them we simply missed it. The captain the started the descent to 6;000 ft but ATC told us to descend to 4;000 ft then gave us vectors for the mt vernon visual to runway 1. Everything was normal after that.I don't know why the captain changed the altitude to 8;000 ft. Maybe it was to manually make the speed reduction (the way this arrival is coded; the activation and confirmation automatically takes place before rllll so the PF has to manually set the 210 KTS.) I did not see him set 8;000 ft nor did he verbalize it or ask for verification. I became partially distracted looking outside for traffic and did not notice the change until it was too late.I think the arrival would have gone well if it had been flown in managed mode instead of selected speeds. The captain did not communicate an intermediate level off at 8;000 ft. The coding issue with activation and confirmation automatically taking place before a charted speed restriction is an unnecessary distraction that may have contributed to the event.

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Original NASA ASRS Text

Title: An A320 First Officer reported that their flight was unable to comply with multiple crossing constraints on the TRUPS RNAV STAR to DCA. The reporter cited tardy initiation of the descent; a strong tail wind and the Captain's decision to not use the Managed Descent VNAV mode as contributing factors.

Narrative: Arrival [waypoint] restrictions [on the TRUPS RNAV STAR] as well as the approach procedure were briefed and verified before top of descent. ATC cleared us to cross RANJR at FL280 per the arrival. The Captain started descent a little late plus we had a strong tailwind. He elected to use open descent and selected airspeed instead of Managed Descent Mode. I calculated we were going to be high and informed the Captain who said we were going to be OK. He may have trusted the blue bottom of descent arrow on the ND which showed we would make the restriction; however; this indication is totally inaccurate in open descent mode. He then extended speed brakes but we were still going to be high. I informed ATC that we were not able to make the restriction. ATC said it was OK but to cross the next one at or below FL180 as charted. We were also high for that one and again informed ATC in advance. He again said it was OK and to delete the next three speed restrictions and descend via the arrival. We barely made the 18;000 FT restriction by using a lot of speed brake. The bottom of the arrival was at 6;000 FT and the Captain set it and we both verified. The last two waypoints on the arrival are RLLLL; to be crossed at 210 KTS/6;000 FT and LACKE also at 6;000 FT. The Captain was using selected speed in the descent and I saw him make the reduction to 210 KTS. I was looking out for traffic but quickly looked at the ND when crossing RLLLL. I noticed we were crossing it at 8;000 FT (the crossing altitude for the previous waypoint; LETZ) and told the Captain. At the same time ATC asked why we were still at 8;000 FT. I told them we simply missed it. The Captain the started the descent to 6;000 FT but ATC told us to descend to 4;000 FT then gave us vectors for the Mt Vernon visual to Runway 1. Everything was normal after that.I don't know why the Captain changed the altitude to 8;000 FT. Maybe it was to manually make the speed reduction (the way this arrival is coded; the activation and confirmation automatically takes place before RLLLL so the PF has to manually set the 210 KTS.) I did not see him set 8;000 FT nor did he verbalize it or ask for verification. I became partially distracted looking outside for traffic and did not notice the change until it was too late.I think the arrival would have gone well if it had been flown in Managed Mode instead of selected speeds. The Captain did not communicate an intermediate level off at 8;000 FT. The coding issue with activation and confirmation automatically taking place before a charted speed restriction is an unnecessary distraction that may have contributed to the event.

Data retrieved from NASA's ASRS site as of July 2013 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.