Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP)
Confusion
ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Environment - Non Weather Related; Human Factors; Airport
When the LDA 19 approach was loaded into the FMS; the fix WEVPU was not in the database. Neither pilot noticed this. While descending via the FRDMM THREE ARRIVAL at some point after FRDMM; we were assigned a heading and 6;000 ft. We were vectored through the localizer just north of FERGI. We were not told this was going to happen so the captain made a call to ATC asking what they want us to do. ATC quickly gave us a 180 degree turn direct to FERGI; cross FERGI at 3;000 ft; and cleared for the LDA Z 19. This required a 2;000 to 3;000 fpm descent to cross FERGI at 3;000 ft. After crossing FERGI at 3;000 ft; everything was going fine up to BESSE. Ceilings and visibility were not at minimums and we were expecting to break out shortly before or after BESSE. We had discussed this while enroute and I was telling the captain this will be my first time landing 19 at DCA and to help guide me with altitude and speed once we're visual. He was obviously happy to do so. Shortly after crossing BESSE; I started a 1;500 fpm descent and rolled back to a 1;000 fpm descent before reaching 1;000 ft AGL and WEVPU's crossing restriction is 1;100 ft. We had gone visual shortly after descending past BESSE and at that time the Captain began helping me with visual cues; one of which were the buildings west of the river; but we stilled remained on the localizer at that time. Because WEVPU was not in the database and we did not load it as a reference fix; we crossed WEVPU at 800 ft and got an Obstacle Alert from GPWS. We were already visual and I controlled the plane more towards the center of the Potomac River and the alert went away. Altitude remained on target after the GPWS; VREF was held on target through the approach; and a nonevent landing was made. Since then I have made a large note in my Jepps regarding WEVPU.
Air carrier First Officer reported they became low on final approach resulting in a momentary GPWS alert.