Narrative:

Approaching den over northwest arrival gate I programmed the FMC for a VNAV descent to cross drako at FL200, 250 KIAS and den at 11000'. Approaching drako, den approach controller cleared us to cross the den 313 degree right at 10 DME fix at 13000' due to turbulence I disengaged the autoplt and hand flew the descent, using the green altitude arc over the 10 DME fix waypoint inserted by the first officer this arc is predicated on the altitude selected in the altitude window of the MCP. As we progressed I noticed I was falling behind the required descent profile. Checking the altitude window I saw 11000'. I asked first officer if we had been cleared to 11000', thus cancelling the 13000' restriction. He replied that the clearance was to cross the fix at 11000'. Apparently when he had inserted the waypoint, he had put in 11000' instead of 13000 and later set the MCP altitude window to agree with it. Anyway, I increased our descent rate only to have approach control point out our error as we neared 11000'. Reclred to 11000', we completed the flight. Due to the turbulence, the fact that we normally are at 11000' at that point in the profile, I failed to have the first officer verify our clearance before descending below 13000'. We were in the tenth hour of a duty day that began early a.M., and fatigue may well have been a factor. Further, I have resolved to do less vertical navigation techniques in the approach phase. EFIS is great stuff, but there is a tendency to try to do too much with it too long. I would be interested to know if you can detect a trend of increasing incidents concerned with glass cockpits.

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Original NASA ASRS Text

Title: ACR LGT ADVANCED COCKPIT ACFT OVERSHOOTS ALT IN DESCENT.

Narrative: APCHING DEN OVER NW ARR GATE I PROGRAMMED THE FMC FOR A VNAV DSNT TO CROSS DRAKO AT FL200, 250 KIAS AND DEN AT 11000'. APCHING DRAKO, DEN APCH CTLR CLRED US TO CROSS THE DEN 313 DEG R AT 10 DME FIX AT 13000' DUE TO TURB I DISENGAGED THE AUTOPLT AND HAND FLEW THE DSNT, USING THE GREEN ALT ARC OVER THE 10 DME FIX WAYPOINT INSERTED BY THE F/O THIS ARC IS PREDICATED ON THE ALT SELECTED IN THE ALT WINDOW OF THE MCP. AS WE PROGRESSED I NOTICED I WAS FALLING BEHIND THE REQUIRED DSNT PROFILE. CHKING THE ALT WINDOW I SAW 11000'. I ASKED F/O IF WE HAD BEEN CLRED TO 11000', THUS CANCELLING THE 13000' RESTRICTION. HE REPLIED THAT THE CLRNC WAS TO CROSS THE FIX AT 11000'. APPARENTLY WHEN HE HAD INSERTED THE WAYPOINT, HE HAD PUT IN 11000' INSTEAD OF 13000 AND LATER SET THE MCP ALT WINDOW TO AGREE WITH IT. ANYWAY, I INCREASED OUR DSNT RATE ONLY TO HAVE APCH CTL POINT OUT OUR ERROR AS WE NEARED 11000'. RECLRED TO 11000', WE COMPLETED THE FLT. DUE TO THE TURB, THE FACT THAT WE NORMALLY ARE AT 11000' AT THAT POINT IN THE PROFILE, I FAILED TO HAVE THE F/O VERIFY OUR CLRNC BEFORE DSNDING BELOW 13000'. WE WERE IN THE TENTH HR OF A DUTY DAY THAT BEGAN EARLY A.M., AND FATIGUE MAY WELL HAVE BEEN A FACTOR. FURTHER, I HAVE RESOLVED TO DO LESS VERT NAV TECHNIQUES IN THE APCH PHASE. EFIS IS GREAT STUFF, BUT THERE IS A TENDENCY TO TRY TO DO TOO MUCH WITH IT TOO LONG. I WOULD BE INTERESTED TO KNOW IF YOU CAN DETECT A TREND OF INCREASING INCIDENTS CONCERNED WITH GLASS COCKPITS.

Data retrieved from NASA's ASRS site as of July 2007 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.