Crj-200 flight crew reports being distracted during the frnch RNAV arrival to den and the first offi...

Narrative:

We were descending on the frnch arrival into den. At approximately 10-15 miles outside skarf atc asked us to speed up until skarf; and then fly published speeds at skarf. (This really confused me because we wouldn't have enough time before skarf to speed up and then slow again. Also; there is not a published speed at skarf.) when I read back the atc request he gave us a frequency change to den approach. I dialed in the new frequency as my first officer changed the altitude alerter to the next step down altitude. When he called; '15;000 set' I looked up and verified the altitude he had set as 15;000 feet. The altitude that should have been set was 17;000 feet for tomsn. During our confusion he miss read the chart and dialed the altitude for dorke instead of tomsn. (Dorke is the next fix after tomsn and close together on the chart) I failed to check that altitude against the chart as the next step down altitude because; 1- I was confused and looking at the chart for a 'published' speed at skarf. 2- we were discussing the short distance to skarf and the speed assigned; and our confusion over a lack of a 'published' speed at skarf.3- because I was dialing in the hand off frequency and verifying the ATIS letter code for check in. When I did check in with den approach I reported; descending through one six thousand eight hundred on the french arrival with the ATIS letter code. The controller answered back with a query on our altitude and said; 'I see you at one six thousand three hundred. You were supposed to level at one seven thousand. Stop your descent; raising terrain.' I reported back that would stop the descent and that the terrain is in sight. The controller responded; 'well; in that case descend to one five thousand.' we complied and rejoined the arrival with no further incidents. Confusion; task saturation; being rushed to find the speeds and comply. Pay better attention to actions of co-pilot. Don't trust that they have entered the correct altitude. When verifying altitude in alerter don't just very that it is the altitude that they said but; stop other tasks and verify that it is the altitude that should be entered.

Original NASA ASRS Text

Title: CRJ-200 flight crew reports being distracted during the FRNCH RNAV arrival to DEN and the First Officer sets 15;000 for the TOMSN crossing which should have been 17;000. The Captain confirms the altitude without checking and ATC detects the error.

Narrative: We were descending on the FRNCH arrival into DEN. At approximately 10-15 miles outside SKARF atc asked us to speed up until SKARF; and then fly published speeds at SKARF. (This really confused me because we wouldn't have enough time before SKARF to speed up and then slow again. Also; there is not a published speed at SKARF.) When I read back the atc request he gave us a frequency change to DEN approach. I dialed in the new frequency as my FO changed the altitude alerter to the next step down altitude. When he called; '15;000 set' I looked up and verified the altitude he had set as 15;000 feet. The altitude that should have been set was 17;000 feet for TOMSN. During our confusion he miss read the chart and dialed the altitude for DORKE instead of TOMSN. (DORKE is the next fix after TOMSN and close together on the chart) I failed to check that altitude against the chart as the next step down altitude because; 1- I was confused and looking at the chart for a 'published' speed at SKARF. 2- We were discussing the short distance to SKARF and the speed assigned; and our confusion over a lack of a 'published' speed at SKARF.3- Because I was dialing in the hand off frequency and verifying the ATIS letter code for check in. When I did check in with DEN approach I reported; descending through one six thousand eight hundred on the French arrival with the ATIS letter code. The controller answered back with a query on our altitude and said; 'I see you at one six thousand three hundred. You were supposed to level at one seven thousand. Stop your descent; raising terrain.' I reported back that would stop the descent and that the terrain is in sight. The controller responded; 'Well; in that case descend to one five thousand.' We complied and rejoined the arrival with no further incidents. Confusion; task saturation; being rushed to find the speeds and comply. Pay better attention to actions of co-pilot. Don't trust that they have entered the correct altitude. When verifying altitude in alerter don't just very that it is the altitude that they said but; stop other tasks and verify that it is the altitude that should be entered.

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.

Attributes
ACN	1210372
Time
Date	201410
Local Time Of Day	1801-2400
Place
Locale Reference	DEN.Airport
State Reference	CO
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	Regional Jet 200 ER/LR (CRJ200)
Operating Under FAR Part	Part 121
Flight Phase	Descent
Route In Use	STAR FRNCH2
Flight Plan	IFR
Component
Aircraft Component	MCP
Person 1
Function	Captain Pilot Not Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Person 2
Function	Pilot Flying First Officer
Qualification	Flight Crew Air Transport Pilot (ATP)
Events
Anomaly	Deviation - Altitude Crossing Restriction Not Met Deviation - Altitude Overshoot Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy

Crj-200 flight crew reports being distracted during the frnch RNAV arrival to den and the first officer sets 15;000 for the tomsn crossing which should have been 17;000. The captain confirms the altitude without checking and ATC detects the error.