Narrative:

On the lidds 1 RNAV departure out of dtw we leveled at the first crossing restriction per our clearance of climb via except maintain 7000 [ft]. Prior to joelu we were told to proceed direct kzlov after joelu. I asked the first officer/pm (first officer/pilot monitoring) to configure the FMS per ATC's instructions. After joelu I set 15000 [ft.] in the altitude pre-select and confirmed it with the first officer. I then proceeded to climb to that altitude. Around 9000 ft. We were told to climb and maintain 17000 [ft.] and then received a phone number to copy. As soon as they said this I had realized my error. [This event] occurred after an early commute. I woke up at xx:00am to catch an [early] flight. After arriving in dtw; my schedule was modified to include a new flight not originally scheduled. In the brief I did not list new departures out of dtw as a threat; but rather focused on the LLWS. Below 10;000 ft. I was not keeping conversation to only pertinent flight matters; but discussing [crj]700 differences as I had not flown one in a while. I did cross check the altitude with the first officer(pm) and he confirmed the altitude. Not that it was his job ultimately to catch my error but there was a breakdown of CRM here. Complacency also kept me from correctly adhering to the fundamental execution of a departure procedure and listening for standard phraseology - in this I simply acted in error. The aviation instructors handbook would define this as a 'slip'. I suggest not commuting early without proper rest. Briefing an obvious threat - complacency due to familiarity of dtw remained even though we had an entirely new set of departures. Making more space for the pm to feel as though he can speak up. Also per the aviation instructors handbook; it is recommended to use reminders and develop routines to reduce errors. Many use the nose wheel light as a reminder that they are cleared to land. I have several of these triggers in place to remind me of various task in different phases of flight. I will be developing one as well for climb via clearances.

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Original NASA ASRS Text

Title: CRJ-700 Captain reported overshooting a crossing restriction on the assigned RNAV departure.

Narrative: On the LIDDS 1 RNAV departure out of DTW we leveled at the first crossing restriction per our clearance of climb via except maintain 7000 [ft]. Prior to JOELU we were told to proceed direct KZLOV after JOELU. I asked the FO/PM (First Officer/Pilot Monitoring) to configure the FMS per ATC's instructions. After JOELU I set 15000 [ft.] in the altitude pre-select and confirmed it with the FO. I then proceeded to climb to that altitude. Around 9000 ft. we were told to climb and maintain 17000 [ft.] and then received a phone number to copy. As soon as they said this I had realized my error. [This event] occurred after an early commute. I woke up at XX:00am to catch an [early] flight. After arriving in DTW; my schedule was modified to include a new flight not originally scheduled. In the brief I did not list new departures out of DTW as a threat; but rather focused on the LLWS. Below 10;000 ft. I was not keeping conversation to only pertinent flight matters; but discussing [CRJ]700 differences as I had not flown one in a while. I did cross check the altitude with the FO(PM) and he confirmed the altitude. Not that it was his job ultimately to catch my error but there was a breakdown of CRM here. Complacency also kept me from correctly adhering to the fundamental execution of a departure procedure and listening for standard phraseology - in this I simply acted in error. The Aviation Instructors Handbook would define this as a 'slip'. I suggest not commuting early without proper rest. Briefing an obvious threat - complacency due to familiarity of DTW remained even though we had an entirely new set of departures. Making more space for the PM to feel as though he can speak up. Also per the Aviation Instructors Handbook; it is recommended to use reminders and develop routines to reduce errors. Many use the nose wheel light as a reminder that they are cleared to land. I have several of these triggers in place to remind me of various task in different phases of flight. I will be developing one as well for climb via clearances.

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.