Narrative:

While embarking on the CHSLY4 arrival into clt we experienced an altitude deviation. After arriving from another flight; I was informed by crew track that I was to conduct a flight from ZZZ to clt. By the time I arrived; the flight was already boarded and ready to be pushed back. I reviewed the release; flight plan and conducted all preflight checks. The FMS route had already been populated and ATC flight clearances copied by the first officer. We pushed back and after a short ground delay we departed ZZZ on our filed route to clt. While on the flight our climb to our 'final' filed cruising altitude was delayed and route modified with constant heading changes; level-offs and speed limits changes. When we finally reached our final cruising altitude of 26;000 feet we were then instructed to descend via the CHSLY4 arrival into clt. We looked down at the FMS and started a decent to 13;000 feet (minimum crossing altitude over boots); this was our next displayed fix in our FMS at that time. As we started to get the ATIS and conduct our pre-landing briefs we inadvertently descended below the crossing altitude for skles of 280 knots at or above FL220. We were then informed by ATC about our altitude deviation. They then instructed us to maintain flight level FL180; and then proceeded to continue our decent via the CHSLY4 arrival. We then reentered the arrival into FMS to discover that skles was not displayed in the FMS; even though other arrival fixes were displayed. We informed ATC of the issue and continued on the arrival without further issues. We were given a number to call upon landing by ATC. After calling center we informed them about our discovery in the FMS. The supervisor at the time informed me that this was not the first time they had seen this deviation around this area. Supervisor was not sure if it was a technical issue. He also implored me to include his comments in my report. I thanked him; took his information down and informed him of my agreement to fill out a report. The next flight back continued later without further issues or complications. To prevent this from occurring again as a crew we should brief the sids and stars and their restrictions; and anticipated landing runways before departing the original airport. The arrival and correct runway should be later briefed again on the 'in range' portion in the check list to ensure all altitude and speed windows are properly displayed in the FMS.

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Original NASA ASRS Text

Title: Air carrier Captain reported experiencing an altitude deviation while on the CHSLY4 RNAV STAR due to SKLES fix dropping out of their FMS. Reportedly; this is a common occurrence.

Narrative: While embarking on the CHSLY4 Arrival into CLT we experienced an altitude deviation. After arriving from another flight; I was informed by crew track that I was to conduct a flight from ZZZ to CLT. By the time I arrived; the flight was already boarded and ready to be pushed back. I reviewed the release; flight plan and conducted all preflight checks. The FMS route had already been populated and ATC flight clearances copied by the First Officer. We pushed back and after a short ground delay we departed ZZZ on our filed route to CLT. While on the flight our climb to our 'Final' filed cruising altitude was delayed and route modified with constant heading changes; level-offs and speed limits changes. When we finally reached our final cruising altitude of 26;000 feet we were then instructed to descend via the CHSLY4 arrival into CLT. We looked down at the FMS and started a decent to 13;000 feet (minimum crossing altitude over BOOTS); this was our next displayed fix in our FMS at that time. As we started to get the ATIS and conduct our pre-landing briefs we inadvertently descended below the crossing altitude for SKLES of 280 knots at or above FL220. We were then informed by ATC about our altitude deviation. They then instructed us to maintain flight level FL180; and then proceeded to continue our Decent via the CHSLY4 Arrival. We then reentered the arrival into FMS to discover that SKLES was not displayed in the FMS; even though other arrival fixes were displayed. We informed ATC of the issue and continued on the arrival without further issues. We were given a number to call upon landing by ATC. After calling Center we informed them about our discovery in the FMS. The Supervisor at the time informed me that this was not the first time they had seen this deviation around this area. Supervisor was not sure if it was a technical issue. He also implored me to include his comments in my report. I thanked him; took his information down and informed him of my agreement to fill out a report. The next flight back continued later without further issues or complications. To prevent this from occurring again as a crew we should brief the SIDS and STARS and their restrictions; and anticipated landing runways before departing the original airport. The arrival and correct runway should be later briefed again on the 'In Range' portion in the check list to ensure all altitude and speed windows are properly displayed in the FMS.

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.