Date: 201208
Local time of day: 0601-1200
Location: ZDC.ARTCC, VA
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDC
ATC / advisory: Center ZDC
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: The company had put out a couple of messages related to new OPD's [Optimized Profile Descent] into IAD recently; but neither of us had studied the messages at length.  Basically; from what I had read; was that sometimes the descents could get away from you quick; so you have to stay on top of things.  They even suggested a 'Dive-and-Drive' approach to the new procedures.  We identified this as a threat when we were issued the new clearance enroute; for this arrival.  We both looked at the arrival and briefed it thoroughly.  I told the relatively new First Officer that all he would need to do is pretty much just fly; and monitor his descent progression.  I told him that I would brief his next crossing restrictions in a set manner.  I would say; 'The next fix is XXXXX; cross between (or at) FLXXX and FLXXX.  The lowest altitude for this fix is FLXXX.'  I did it in this manner because we both identified the advantage of being on the lower side of the crossing; than the higher side.  As we started down; the VPI [Vertical Path Indicator] came in view; and we pretty quickly got high on that.  I pointed that out; and made sure he was correcting.  He did correct some; but apparently not enough.  Honestly; I think that he may have gotten two of the points confused; as far as the crossing restrictions.  Coupled with this; his inexperience in this aircraft showed by his reluctance to descend at much more than 2;500 FPM or so (which I can understand; if you're not used to it).  We identified the crossing error; and then corrected more; and made every other altitude and speed restriction on the arrival.  Nothing was said by ATC.  The First Officer did a good job of recovering from this deviation and did not let it fluster him; including a nice landing!We were going in to a new arrival that had been presented to the pilot group; by the company; as a potential threat due to multiple crossing restrictions primarily.  There were both altitude and speed restrictions; but the altitudes restriction far outnumber the speeds.  The First Officer's inexperience in our particular aircraft did not help the situation; with reference to his uncertainty as to what an acceptable rate of descent would be.  I think that I got a little focused on what was the next point; just a little ahead of the current waypoint; and by the time I realized that we were too high; it was too late.  I do appreciate the company putting out a message about the potential threat of this arrival.  A little more advanced notice to allow time to review a training module that is being put together would be nice; but I understand the FAA did not allow more notice.  Especially when I am with a newer First Officer; especially on an arrival like this; I need to speed my scan just a little bit.  We didn't have any real weather to deal with in this scenario; but we were not filed via this arrival but were issued the change in the air.  If there had been some weather; or other increased work load factors; getting this change in the air; only a few minutes out; is going to lead to more deviations.  We need to be filed via this arrival; if it's what they're going to be using.

Callback: The reporter states that his aircraft is equipped with a Honeywell FMC which is not VNAV certified and the aircraft is not equipped with autothrust.  The FMC does compute a descent path; but it must be followed manually using vertical speed and manual thrust adjustment.



Synopsis: EMB145 Captain describes the factors that resulted in missing a crossing restriction during the GIBBZ1 RNAV arrival to IAD.