Date: 201711
Local time of day: 0601-1200
Location: IAH.Airport, TX
Flight conditions: IMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B IAH
ATC / advisory: TRACON I90
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Troubleshooting; Human-Machine Interface
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Chart Or Publication; Aircraft
Primary problem: Aircraft

Narrative: I was cleared to descend via the LINKK 1 arrival into IAH and cleared to fly the RNAV 27. The RNAV 27 approach has multiple crossing restrictions 210 knots 6000 ft at RDFSH; GEYGR 4000 and SYYKO at 3000. The SYYKO at 3000 is a mandatory attitude on the approach plate but in our FMS for the RNAV 27 it is an at or above 3000 (3000A). We briefed the LINKK 1 arrival and the RNAV 27 and should have emphasized the mandatory crossing restrictions better on the RNAV 27 Approach briefing between the final waypoint on the arrival RDFSH; and beginning of the approach GEYGR and SYYKO. We remained at 4000 to meet the restriction at GEYGR; but missed the mandatory 3000 at SYYKO since the FMS had the crossing at or above 3000 and we were meeting this parameter by being at 4000. The next waypoint TRANN also has at 3000 or above crossing so the aircraft was not going to descend to make SYYKO AT 3000. This deviation could have been caught on a more thorough approach briefing. A better cross check between the approach plate and the FMS was required. It is the pilot's responsibility to make sure these mandatory restrictions are met. There were some distractions on arrival; delay of obtaining ATIS via radio. The pilots spent several minutes trying to obtain the full ATIS and communicating with ground ops for parking. I suggest a better presentation on the approach plate for the mandatory restriction to RNAV 27. These restrictions get lost or do not stand out on the approach plate. If you compare the ILS 27 approach plate to the RNAV 27 they have the same restrictions but are presented in a different [manner]. In other words they are not standard. The FMS data needs to be corrected on the RNAV 27. SYYKO is a mandatory 3000 and it is stored as an at or above on RNAV 27. SYYKO Is also a mandatory 3000 on the ILS 27 but in the FMS it is stored correctly as a hard altitude 3000. A better briefing comparing the waypoints; attitudes and speeds between the arrival and approach. Digital ATIS should be the standard. It would reduce the time a pilot spends trying to get the information via radio and I suggest other means of communicating with ops. The pilots should both be monitoring the arrival and approach and not worried about confirming parking spots. This information should be transmitted in seconds not multiple radio communications. Aviate; Navigate and communicate.


Second narrative: [Report narrative contained no additional information.]


Synopsis: EMB175 flight crew reported their FMS database has SYYKO programmed as 'at or above' when it is an 'at' fix on the IAH RNAV Runway 27 Approach.