ALT XING RESTRICTION ALT DEV. TRACK DEV.

Narrative

ON A FLT FROM FRANKFURT; GERMANY; TO DULLES INTL ARPT. IN OUR DSCNT PHASE FOR ARR TO DULLES; ATC SLOWED US DOWN AND GAVE US VECTORS TO FIT IN SEQUENCE WITH SLOWER TFC AHEAD. ALONG WITH THE VECTORS WERE INSTRUCTIONS TO PROCEED TO THE FIXES AND VOR'S ON OUR FLT PLAN. SO DSNDING; VECTORS; INS NAV AND NUMEROUS COMBINATIONS OF THESE WERE IN EFFECT; SWITCHING BACK AND FORTH. LEVEL AT 13000 FT MSL; ON A VECTOR; AND UNDER DULLES APCH CTL; WE WERE CLRED TO CROSS 'ROBRT' INTXN AT 10000 FT (250 KTS). WE WERE IN HDG MODE; MANUAL SPD; AND ALT HOLD FIGURING BEFORE THIS THAT WE WERE ON A VECTOR TO THE RWY 19R ILS! (WE HAD FILED AWAY OUR FLT PLAN WITH THE NUMBERED INS WAYPOINTS). THEN UPON RECEIPT OF DIRECT TO ROBRT INTXN TO CROSS AT 10000 FT AND 250 KTS; WE THEN WENT BACK TO INS NAV; AND ENTERED WHAT WE THOUGHT WAS THE INS NUMBER FOR ROBRT. DURING OUR NAV SWITCHING WE NOTICED THAT THE VOR AND DME SETUP SHOWED US NEAR ROBRT AND WHERE WE WOULD NOT BE IN POS TO COMPLY WITH THE RESTRICTION. IN FACT WE WERE ALREADY INTO OUR BRIEFING OF THE ILS RWY 19R; TALKING ABOUT FREQS AND ALTS; ETC. WHEN WE SWITCHED BACK TO INS WE WRONGLY ENTERED THE WAYPOINT AFTER ROBRT AND THOUGHT WE HAD ENOUGH TIME TO GET LOWER AND SLOW DOWN. WE HAD SELECTED THE WRONG WAYPOINT! THEN BY THE TIME WE FIGURED THIS OUT AND LOOKED AT OUR VOR'S; WE WERE HIGH AND FAST AT ROBRT. ATC SAW US AND GAVE US VECTORS TO GET US LOWER AND SLOWER AND INTO TFC SEQUENCE FOR THE ILS RWY 19R. OVERALL IT WAS NEAR THE END OF AN 8 PLUS 13 HR FLT; SO FATIGUE WAS UPON US. WE SAW LOTS OF TCASII TFC ALONG OUR FLT PATH AND WERE ON LOOK OUT; AND AFTER LOTS OF VECTORS AND DIRECTS; WE THOUGHT THAT UNDER DULLES RADAR THAT VECTORING TO THE ILS WAS A FACT; AVOIDING THE ROBRT RESTRICTION. DULLES APCH VECTORED US TO A SUCCESSFUL VISUAL ILS TO RWY 19R AT DULLES.