Narrative:

The pre departure clearance cleared us to climb via the EEONS5.wyndm. During the briefing; we reviewed each fix in the FMS and mfd map against the jeppesen chart. After departing runway 8; we climbed to cross royyl below 10;000 MSL as charted. Then we continued the climb to cross shobo above 12;000 MSL which was incorrect; the fix is charted below 12;000 MSL. ATC caught our error and issued an immediate descent back to 12;000 MSL. After passing shobo; we were cleared to fl 230. There was traffic inbound to den at our 10 o'clock and descending through 15;200 MSL. We had the traffic in sight through the mist; and on TCAS. Thanks to the controller catching our deviation; there was no loss of separation. This was confirmed when I called denver center upon landing. This is not a sole source event as the center controller I spoke with informed me that; 'paperwork had been submitted.' when asked by the controller; I provided my name; address and certificate number for his report.there were several causal factors. While checking the fixes and altitudes during the briefing; we misidentified the fixes after royyl as being above crossing restrictions. This was because most of the departures we routinely fly from denver are set up that way. The new depiction for crossing restrictions on the jeppesen charts is terrible and not intuitive. The charts used to say; 'above; below; or between'. Now; the crossing restrictions simply has blue lines above; below; or both positions on the blue text altitude. While it's cute; it's not very helpful. We should have caught the 'B' following the altitude in the FMS; but we had already fixed in our mindset that the fix was an above fix. Finally; we were in marginal weather with some ragged bases; virga; and moderate turbulence. We were busy getting the anti-ice system turned on properly and telling the flight attendant to remain seated. We honestly thought we were flying the departure correctly.we made a simple human error mistake. We should have interpreted the fix's restriction correctly; but we did not. I feel that putting the text back on the chart to state the restriction would be extremely useful. We have enough things to interpret and cypher without having to examine so closely something as critical as a fix's crossing restriction. Especially when flying in turbulent conditions.

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Original NASA ASRS Text

Title: Air carrier flight crew reported a missed crossing restriction on an RNAV SID.

Narrative: The PDC cleared us to climb via the EEONS5.WYNDM. During the briefing; we reviewed each fix in the FMS and MFD Map against the Jeppesen Chart. After departing runway 8; we climbed to cross ROYYL below 10;000 MSL as charted. Then we continued the climb to cross SHOBO above 12;000 MSL which was incorrect; the fix is charted below 12;000 MSL. ATC caught our error and issued an immediate descent back to 12;000 MSL. After passing SHOBO; we were cleared to FL 230. There was traffic inbound to DEN at our 10 o'clock and descending through 15;200 MSL. We had the traffic in sight through the mist; and on TCAS. Thanks to the controller catching our deviation; there was no loss of separation. This was confirmed when I called Denver Center upon landing. This is not a sole source event as the center controller I spoke with informed me that; 'paperwork had been submitted.' When asked by the controller; I provided my name; address and certificate number for his report.There were several causal factors. While checking the fixes and altitudes during the briefing; we misidentified the fixes after ROYYL as being above crossing restrictions. This was because most of the departures we routinely fly from Denver are set up that way. The new depiction for crossing restrictions on the Jeppesen Charts is terrible and not intuitive. The charts used to say; 'above; below; or between'. Now; the crossing restrictions simply has blue lines above; below; or both positions on the blue text altitude. While it's cute; it's not very helpful. We should have caught the 'B' following the altitude in the FMS; but we had already fixed in our mindset that the fix was an above fix. Finally; we were in marginal weather with some ragged bases; virga; and moderate turbulence. We were busy getting the anti-ice system turned on properly and telling the FA to remain seated. We honestly thought we were flying the departure correctly.We made a simple human error mistake. We should have interpreted the fix's restriction correctly; but we did not. I feel that putting the text back on the chart to state the restriction would be extremely useful. We have enough things to interpret and cypher without having to examine so closely something as critical as a fix's crossing restriction. Especially when flying in turbulent conditions.

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.