Date: 201508
Local time of day: 1201-1800
Location: NCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class E NCT
ATC / advisory: TRACON NCT
Aircraft component: FMS/FMC
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Workload; Communication Breakdown
Anomaly: ATC Issue All Types; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action; Flight Crew Returned To Clearance
Contributing factors: Procedure; Chart Or Publication
Primary problem: Procedure

Narrative: We were asked to descend via the BDEGA ONE Arrival and given an altimeter setting. The lowest altitude on the arrival is 11;000 feet. I started turning the altitude selector knob towards 11;000 feet and stopped at 10;000 feet. I began my calculated 3 degree descent and was verifying we were between all altitudes as we crossed them. The final two fixes before CORKK are at or below and we met those early. Shortly before crossing CORKK; we were told to change runways from 28L to 28R; which changes the arrival routing after CORKK. I went heads down to make the appropriate changes in the FMS before we sequenced the rapidly approaching CORKK intersection. The PM then states; 'are you going to level off at 11?' at which point I quickly pressed altitude hold on the Autopilot Panel and climb the 400 feet back up to 11;000.Root cause was mostly my preconceived idea that all SFO arrivals are stopped at 10;000 feet. Over the past 3 trips; I did 15 to 20 arrivals via the SERFR One arrival. At cruising altitudes we were being given descend via the arrival clearances; but there were zero instances where we were NOT given a stop descent at 10;000 feet clearance. So it became almost customary to just dial in 10;000 feet on that arrival. This carried over onto my flying of the BDEGA One. Adding to the complacency was my calculations of TOD without using the FMS automation and hitting my mark within 200 feet; this led my PM to think I knew what I was doing and relax a little big on monitoring my progress.I think the SERFR One arrival should be adjusted so there is a 10;000 level off restriction since every controller gives us it and pilots would not have to use tribal knowledge/non SOP; SOP. I also would like to see verbal feedback of altitudes between crew members as we cross waypoints; or possibly even an ATC verbal reminder of our bottom altitude when descending; similar to how ATC climbs via SIDs are being given.




Synopsis: An air carrier Captain noted while flying the SFO SERFR ONE Arrival ATC issues a 'Descend VIA except maintain 10;000 feet' so while flying the SFO BDEGA ONE after a runway change from 28L to 28R he automatically selected 10;000 feet as the CORKK crossing restriction. Consistent final crossing altitudes would help.