Narrative:

Descending via the RNAV arrival; 6000 feet was set with a managed descent. The airplane leveled off at 9000 feet just prior to whize to comply with the bottom altitude restriction of that fix. The airplane; still in managed speed; was going to start slowing towards approach speed shortly after whize. I selected speed to intervene and set 210 knots. I also activated the approach phase at that time. This is the point where I confused whize with caatt. After crossing whize I thought we were between caatt and epaye but we were actually still prior to caatt. I selected open descent to get down to 6000 feet as quickly as possible; because in previous flights crossing epaye at 6000 feet had been a challenge. The captain quickly realized my mistake; but we had descended to 8600 feet by the time I selected vertical speed zero and corrected.this was a basic aircraft and I didn't completely trust the vertical profile because we were not able to uplink updated winds; so only FL240 wind and ground wind was entered. I was too focused on making the 6000 foot restriction and not focused enough on actual aircraft position. I also thought that I was very familiar with the RNAV arrival and that may have led to my complacency on aircraft position.I will think very carefully before taking the aircraft out of its managed vertical profile on any RNAV arrival in the future. I will focus more on aircraft position and the status of managed automation on RNAV arrivals from now on.

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Original NASA ASRS Text

Title: A320 flight crew inbound on the CHSLY2 arrival into CLT reported making an error in which fix they were supposed to be flying.

Narrative: Descending via the RNAV arrival; 6000 feet was set with a managed descent. The airplane leveled off at 9000 feet just prior to WHIZE to comply with the bottom altitude restriction of that fix. The airplane; still in managed speed; was going to start slowing towards approach speed shortly after WHIZE. I selected speed to intervene and set 210 knots. I also activated the approach phase at that time. This is the point where I confused WHIZE with CAATT. After crossing WHIZE I thought we were between CAATT and EPAYE but we were actually still prior to CAATT. I selected open descent to get down to 6000 feet as quickly as possible; because in previous flights crossing EPAYE at 6000 feet had been a challenge. The Captain quickly realized my mistake; but we had descended to 8600 feet by the time I selected vertical speed zero and corrected.This was a basic aircraft and I didn't completely trust the vertical profile because we were not able to uplink updated winds; so only FL240 wind and ground wind was entered. I was too focused on making the 6000 foot restriction and not focused enough on actual aircraft position. I also thought that I was very familiar with the RNAV arrival and that may have led to my complacency on aircraft position.I will think very carefully before taking the aircraft out of its managed vertical profile on any RNAV arrival in the future. I will focus more on aircraft position and the status of managed automation on RNAV arrivals from now on.

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.