Narrative:

This was an operating experience (oe) trip with a first officer student. I elected to fly the first leg due to the challenges presented in a compressed flight time given that the student did not have any airbus time. It was I who went to school to learn something though. At the gate before departure; we looked at the dca ATIS and determined that the approach was a river visual to 19. The clipr one RNAV arrival had been file for us. The FMGC did not uplink the entire arrival. It ended the uplink at balance. I manually typed the other waypoints. I inadvertently typed in one more waypoint then needed for the transition for the 19 approach. That waypoint was brunc which is a waypoint used for a transition for north arrivals. Unfortunately; this was not caught during the route verification between the two of us. Once in flight; there were 3 more times that I referenced the arrival chart and failed to catch the mistake in the FMGC or on the nd. It wasn't until potomac approach asked us if we had started our turn yet; referring to the turn from waypoint eyess to eddwd that I realized that we had overshot the turn and heading toward brunc. Potomac approach then gave us a 320 heading for a vector for the southbound river visual arrival. The fact that the route uplink for this arrival and approach stops at balance when uplinking the clipr one RNAV arrival should have raised a red flag to be extra cautious in manually typing the remaining waypoints into the FMGC routing. The breakdown in the route verification procedure is disturbing. I was paired with an inexperienced airbus pilot giving oe; so I should have been extra vigilant in capturing any errors. The last 3 chances to capture this error occurred during a very busy time compressed flight segment while attempting to instruct oe and at the same time prep; brief and fly a very challenging approach. Again; as a line check airman I should have done better. ATC was the final barrier in this case. As a lca; I am ultimately responsible. It would be nice to have the fmcg be able to uplink the entire RNAV arrival for the clipr one and be able to merge with the selected runway when programming it.

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Original NASA ASRS Text

Title: An Airbus Check Airman manually entered DCA CLIPR ONE RNAV FMGC waypoints to complete the arrival because the flight plan uplink ended at BAL; but had a track deviation because he entered an incorrect waypoint.

Narrative: This was an Operating Experience (OE) trip with a First Officer student. I elected to fly the first leg due to the challenges presented in a compressed flight time given that the student did not have any Airbus time. It was I who went to school to learn something though. At the gate before departure; we looked at the DCA ATIS and determined that the approach was a River Visual to 19. The CLIPR ONE RNAV arrival had been file for us. The FMGC did not uplink the entire arrival. It ended the uplink at BAL. I manually typed the other waypoints. I inadvertently typed in one more waypoint then needed for the transition for the 19 approach. That waypoint was BRUNC which is a waypoint used for a transition for north arrivals. Unfortunately; this was not caught during the route verification between the two of us. Once in flight; there were 3 more times that I referenced the arrival chart and failed to catch the mistake in the FMGC or on the ND. It wasn't until Potomac Approach asked us if we had started our turn yet; referring to the turn from waypoint EYESS to EDDWD that I realized that we had overshot the turn and heading toward BRUNC. Potomac Approach then gave us a 320 heading for a vector for the southbound River Visual Arrival. The fact that the route uplink for this arrival and approach stops at BAL when uplinking the CLIPR ONE RNAV arrival should have raised a red flag to be extra cautious in manually typing the remaining waypoints into the FMGC routing. The breakdown in the route verification procedure is disturbing. I was paired with an inexperienced Airbus pilot giving OE; so I should have been extra vigilant in capturing any errors. The last 3 chances to capture this error occurred during a very busy time compressed flight segment while attempting to instruct OE and at the same time prep; brief and fly a very challenging approach. Again; as a Line Check Airman I should have done better. ATC was the final barrier in this case. As a LCA; I am ultimately responsible. It would be nice to have the FMCG be able to uplink the entire RNAV arrival for the CLIPR ONE and be able to merge with the selected runway when programming it.

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.