Narrative:

We were at FL320 and given clearance to descend via the ANCHR3 arrival which we were flying. The first fix with an altitude restriction is sushe at or above FL300. Next there's anchr with an at or above 17000 ft and then landr with a window of 17000 to FL220. In the descent I was focused on making landr and accidentally crossed sushe lower than the charted at or above FL300. ATC brought it to our attention and he said we crossed it at about FL290. I looked at my TCAS display to make sure there were no other aircraft that there could have been a problem with and didn't see any. ATC also said nothing of any conflicts. We continued on the arrival without further problems. When I fly these and am given a descend via clearance I start my descent so we will cross the first fix with a window a few hundred feet above the bottom altitude of the window. I usually look at the direct intercept page in the FMS to see what descent rate I need to make the top of that window. When it gets to 1500 FPM I start the descent at about 1800 FPM. In this case though I went with mental math. We were 45 miles from landr and 15000 above the bottom altitude there so I started my descent. I think I initially descended at 2200 FPM but shallowed it out a bit. This steeper descent angle combined with my focus on our altitude at landr led me miss that we were going to be low at sushe. Contributing to this was an expectancy that crossing sushe above its restriction would be no problem. This fix is far enough out that I usually cross it and still haven't started the descent (in the 200 usually cruising at FL320). So; even though I had confirmed all the fixes crossing restrictions were correct in the FMS compared to the chart and therefore cognitively recognized it; I inadverdently forgot about this restriction. Also contributing to this event was a bit of fatigue. This was early morning on day 4 where all show times were early. On this day I awoke at 03:40 mdt for our report time. There is a cumulative effect of am trips that can lead to reduced pilot performance as the trip progresses. Each night I got around 8 hrs sleep but still felt this effect. Avoidance of this event would have been easy; as it has been hundreds of times before; had I not got so focused on the landr restriction and had kept with a tried and true method (direct intercept page descent rate) instead of the standard 3:1 descent profile.

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Original NASA ASRS Text

Title: CRJ-200 flight crew reported overshooting an altitude restriction on a descend via clearance into DEN. Fatigue was cited as a factor.

Narrative: We were at FL320 and given clearance to descend via the ANCHR3 arrival which we were flying. The first fix with an altitude restriction is SUSHE at or above FL300. Next there's ANCHR with an at or above 17000 FT and then LANDR with a window of 17000 to FL220. In the descent I was focused on making LANDR and accidentally crossed SUSHE lower than the charted at or above FL300. ATC brought it to our attention and he said we crossed it at about FL290. I looked at my TCAS display to make sure there were no other aircraft that there could have been a problem with and didn't see any. ATC also said nothing of any conflicts. We continued on the arrival without further problems. When I fly these and am given a descend via clearance I start my descent so we will cross the first fix with a window a few hundred feet above the bottom altitude of the window. I usually look at the direct intercept page in the FMS to see what descent rate I need to make the top of that window. When it gets to 1500 FPM I start the descent at about 1800 FPM. In this case though I went with mental math. We were 45 miles from LANDR and 15000 above the bottom altitude there so I started my descent. I think I initially descended at 2200 FPM but shallowed it out a bit. This steeper descent angle combined with my focus on our altitude at LANDR led me miss that we were going to be low at SUSHE. Contributing to this was an expectancy that crossing SUSHE above its restriction would be no problem. This fix is far enough out that I usually cross it and still haven't started the descent (in the 200 usually cruising at FL320). So; even though I had confirmed all the fixes crossing restrictions were correct in the FMS compared to the chart and therefore cognitively recognized it; I inadverdently forgot about this restriction. Also contributing to this event was a bit of fatigue. This was early morning on day 4 where all show times were early. On this day I awoke at 03:40 MDT for our report time. There is a cumulative effect of am trips that can lead to reduced pilot performance as the trip progresses. Each night I got around 8 hrs sleep but still felt this effect. Avoidance of this event would have been easy; as it has been hundreds of times before; had I not got so focused on the LANDR restriction and had kept with a tried and true method (direct intercept page descent rate) instead of the standard 3:1 descent profile.

Data retrieved from NASA's ASRS site 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.