Narrative:

This is day 6; 11 hour overnight and I was in bed by XA30 p.m. My rest was interrupted by loud conversations in the hall a couple of times. It wasn't disruptive enough to get out of bed. And; I was able to fall back asleep. I awoke at XI15 for a XJ00 a.m. Van. At XI30 tried to reach a dispatcher to discuss the weather and was advised to call back in 30 minutes. I waited until we got to the plane to call back. Despite the early show and interrupted sleep; I felt I was 'fit for duty' prior to takeoff.I spoke with our dispatcher this morning about the weather conditions in dca and along our route. Light freezing rain and mist was the forecast during our arrival time. We agreed the flight could go. The alternate was changed to ric and we took a couple hundred pounds of fuel for time to deice and prepare for a possible diversion. We departed in light snow and remained IMC throughout the flight. Descending on the SKILS3 outside of bwi we received a left wing anti-ice caution message. We must have passed through a temperature inversion because the OAT climbed to 14 C for a few minutes and the message disappeared. Moments later the message returned. We ran the checklist again and the next selection was to use standby which cleared the message. Again the temperature climbed above 10 degrees C. We read through the rest of the procedure and reviewed the ice dispersal procedure. At this point we are trying to slow down; go down; running the in-range; briefing; and approach checklists. Our plate was full; but it appeared to be working out. The anti-ice was working and the closest airport was dca. I chose to continue as ric was even further and only slightly out of icing-conditions. I believed we could shoot an approach; go missed; and climb back into warmer air; if needed. The anti-ice worked all the way to the gate.we were descending out of 3500; east of fergi by 1-2 miles; and 250 knots. Here is where things began to unravel. We were cleared direct fergi with a near 90 degree intercept. I felt confident; but may have been over-confident. Crossing fergi at 3000/250 knots trying to descend. I began to see the problem. I flipped on 3A and called for the gear. The flight director captured in white; but must have been still calculating for the strong winds from the west. I selected heading mode and flipped to green and turned the bug to help intercept. Still trying to slow and go down we were getting behind. We were drifting left crossing besse; high; fast and not configured. There was a strong wind out of the west; but I do not recall how strong. Our glass was too full at this point; so we abandoned the approach. I called for the go-around and the challenges kept coming. The first officer (first officer) was doing an excellent job keeping up with my commands; but we were busy. With the go-around I heard 'positive rate' and instinctively called for gear up. We were over 200 knots. The master caution message alerted us to a problem. Trying to decipher the message; also checking for ice messages and leveling the aircraft; I missed the altitude by a couple hundred feet. Thankfully; the anti-ice was working. All this was going on while the first officer was trying to read back our instructions and reach for the QRH. Level at 3000 on a 270 heading we were able to correct the problem. We elected to attempt another approach and slowed the aircraft with plenty of time to complete the approach. No problems with the second approach and a soft landing was made. Taxiing in was difficult as ice was accumulating on the ground. Taxiing in 'ground control' asked us to call them after we parked. I thought it was to discuss the go-around and missing the altitude by a couple hundred feet. - I learned that we entered P-56B. This must have occurred during the go-around. I may have gone wings level when I clicked the auto-pilot off and was blown left.I was task saturated crossing fergi. I should have recognized the potential for an un-stabilized approach by this point. I will be configured; flaps 20; by fergi in the future; or I will ask to be re-sequenced. I was distracted by the weather conditions and our possibly failing anti-ice system. The strong westerly winds and a ceiling of 900 feet didn't help the work load. I wanted to get on the ground. I remember debating maintaining a higher airspeed to help prevent ice accumulation. I should have stuck to the profile. This has certainly been a learning experience as I replayed this scenario over and over in my mind this afternoon. The event left me mentally drained. Fortunately; I was released because I do not think I could have accepted anymore flying after that event. I slept the entire ride home.

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Original NASA ASRS Text

Title: Air carrier Captain reported a high workload environment while landing in winter conditions into DCA and due to extreme winds; encroached briefly into restricted airspace.

Narrative: This is day 6; 11 hour overnight and I was in bed by XA30 p.m. My rest was interrupted by loud conversations in the hall a couple of times. It wasn't disruptive enough to get out of bed. And; I was able to fall back asleep. I awoke at XI15 for a XJ00 a.m. van. At XI30 tried to reach a dispatcher to discuss the weather and was advised to call back in 30 minutes. I waited until we got to the plane to call back. Despite the early show and interrupted sleep; I felt I was 'fit for duty' prior to takeoff.I spoke with our dispatcher this morning about the weather conditions in DCA and along our route. Light freezing rain and mist was the forecast during our arrival time. We agreed the flight could go. The alternate was changed to RIC and we took a couple hundred pounds of fuel for time to deice and prepare for a possible diversion. We departed in light snow and remained IMC throughout the flight. Descending on the SKILS3 outside of BWI we received a L WING ANTI-ICE Caution Message. We must have passed through a temperature inversion because the OAT climbed to 14 C for a few minutes and the message disappeared. Moments later the message returned. We ran the checklist again and the next selection was to use standby which cleared the message. Again the temperature climbed above 10 degrees C. We read through the rest of the procedure and reviewed the ice dispersal procedure. At this point we are trying to slow down; go down; running the in-range; briefing; and approach checklists. Our plate was full; but it appeared to be working out. The anti-ice was working and the closest airport was DCA. I chose to continue as RIC was even further and only slightly out of icing-conditions. I believed we could shoot an approach; go missed; and climb back into warmer air; if needed. The anti-ice worked all the way to the gate.We were descending out of 3500; East of FERGI by 1-2 miles; and 250 knots. Here is where things began to unravel. We were cleared direct FERGI with a near 90 degree intercept. I felt confident; but may have been over-confident. Crossing FERGI at 3000/250 knots trying to descend. I began to see the problem. I flipped on 3A and called for the gear. The flight director captured in white; but must have been still calculating for the strong winds from the west. I selected HDG mode and flipped to green and turned the bug to help intercept. Still trying to slow and go down we were getting behind. We were drifting left crossing BESSE; high; fast and not configured. There was a strong wind out of the west; but I do not recall how strong. Our glass was too full at this point; so we abandoned the approach. I called for the go-around and the challenges kept coming. The First Officer (FO) was doing an excellent job keeping up with my commands; but we were busy. With the go-around I heard 'positive rate' and instinctively called for gear up. We were over 200 knots. The master caution message alerted us to a problem. Trying to decipher the message; also checking for ice messages and leveling the aircraft; I missed the altitude by a couple hundred feet. Thankfully; the anti-ice was working. All this was going on while the FO was trying to read back our instructions and reach for the QRH. Level at 3000 on a 270 heading we were able to correct the problem. We elected to attempt another approach and slowed the aircraft with plenty of time to complete the approach. No problems with the second approach and a soft landing was made. Taxiing in was difficult as ice was accumulating on the ground. Taxiing in 'Ground Control' asked us to call them after we parked. I thought it was to discuss the go-around and missing the altitude by a couple hundred feet. - I learned that we entered P-56B. This must have occurred during the go-around. I may have gone wings level when I clicked the auto-pilot off and was blown left.I was task saturated crossing FERGI. I should have recognized the potential for an un-stabilized approach by this point. I will be configured; flaps 20; by FERGI in the future; or I will ask to be re-sequenced. I was distracted by the weather conditions and our possibly failing anti-ice system. The strong westerly winds and a ceiling of 900 feet didn't help the work load. I wanted to get on the ground. I remember debating maintaining a higher airspeed to help prevent ice accumulation. I should have stuck to the profile. This has certainly been a learning experience as I replayed this scenario over and over in my mind this afternoon. The event left me mentally drained. Fortunately; I was released because I do not think I could have accepted anymore flying after that event. I slept the entire ride home.

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.