Widebody Transport
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Engineer; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 240; Flight Crew Total 11000; Flight Crew Type 960
Situational Awareness
Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Procedure; Human Factors
I was pilot monitoring on IVANE FIVE arrival to CLT. Had already validated arrival and restrictions per SOP; so had pilot flying. Pilot flying was given a change in the SID (this change is given 100% of the time on this arrival now) to cross MAYOS at FL220 vs. FL240 (published). I was out of the loop getting ATIS information when he entered the new constraints in the flight management unit. When I was 'back' he told me he changed the MAYOS restriction to FL220; and changed the MSTRD and KIYEN restrictions to conform to this new restriction at MAYOS. We descended appropriately to cross MAYOS at FL220 as assigned. We were then given clearance to 'descend via IVANE FIVE; landing south at CLT.' We set 6;000 feet in the altitude window; and began the descent. As I monitored; the SO and I both noticed that we were going to be below the at or above FL220 restriction at KIYEN; but we were almost past it at that point in the descent; and undershot the altitude by almost 1;000 feet. ATC did not mention this; no traffic was seen; and we continued the remainder of the arrival normally.We failed to re-validate the arrival after it was changed; and the error occurred as a result. We discovered the error too late to correct. Contributing was the 'normal' cognitive impairment of overseas flights; along with a change in altitude restriction that requires three distinct changes in the descent profile that must be accomplished for the profile to be flown correctly. We should always re-validate all changes in published STARs; particularly with 'descend via' clearances. Also; ATC should review these new and 100% given changes to the IVANE FIVE MAYOS restriction at FL220 vs FL 240-260. If this is the new 'standard' clearance; it should be re-published to reflect that; and fewer errors of this type will occur.
Air carrier First Officer as the PM reported a missed crossing restriction on the IVANE5 arrival after ATC changed the restriction at MAYOS to FL220. The flight crossed MAYOS at FL220 and was then cleared to descend via the IVANE5 and the Captain initiated the descent. Unfortunately the next restriction at KIYEN was also FL220; but was crossed at FL210.