Date: 201507
Local time of day: 1801-2400
Location: ZHU.ARTCC, TX
Flight conditions: VMC
Light: Dusk
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZHU
ATC / advisory: Center ZHU
Aircraft component: MCP
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Check Pilot; First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Check Pilot
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We had just been handed over to Houston Center from Fort Worth and were on the DRLLR FOUR arrival. Houston center gave us a descent to FL240. The altitude was set and we started our descent. Shortly thereafter; ATC gave us a [clearance] 'descend via the DRLLR except maintain 310 KTS to SSTAX; then comply with the published speeds.' I read back the clearance and the bottom altitude was set and confirmed. The threat that was never discussed or caught was that the fix; OILLL; was supposed to be crossed at or above FL240. During the brief the CA said he would fly the Vertical Path Indicator (VPI) on the arrival. I'm not sure what happened; but for some reason he didn't fly the VPI. I was heads down for some reason; I believe I was looking in my Jeppesen binder to see where we were parking and to find the approach chart for the runway. The next thing I know; he states that he is stopping the descent. I look up to see what's going on and he says the he was supposed to cross OILLL at or above FL240. We had descended almost 1;000 feet below that when he stopped the descent. I'm disappointed in myself for not being a diligent PM. I trusted that he was going execute the descent the way he had briefed and therefore didn't ever think we were going to bust through a crossing restriction. I'm normally very meticulous about following along on the arrival to make sure that we will meet all the restrictions. This one seemed so benign because we weren't even in the challenging part of the arrival yet; i.e. there were no windows or speed restrictions that had to be met.The threat was that we were descending to an assigned altitude which happened to be a crossing restriction of at or above FL240. When given a clearance to descend via; we didn't catch that we couldn't set the bottom altitude yet until we had passed the fix. The error was that the PF must have lost his situational awareness and didn't realize where the aircraft was in relation to the procedure. I; the PM; failed to monitor and crosscheck because of performing other tasks. Be more diligent when performing challenging tasks in our aircraft. Don't get complacent and assume the pilot flying is on top of things.


Second narrative: Was doing a 24 month observation on Check Airman who was in the right seat. The crew was given a descent to FL240. While still in the descent they were given descend via the STAR. The crew both acknowledged through point and shoot the correct altitudes. The check airman was heads down in the cockpit when I noticed the Captain say I am putting it in ALT hold until the Vertical Path Indicator (VPI) comes down. About that time the FMS said check alt constraint. He had noticed he was low on the crossing restriction. This happened a couple of miles prior to the intersection. I did not have the plate so was unaware of the crossing restriction. There was no mention of the deviation from ATC. The Check Airman did a great job facilitating a debrief to allow the pilot to identify the threats and errors of the flight. The Captain acknowledged he was low on the descent and he tried to manage the issue by leveling off. The Check Airman also acknowledged his error in not being engaged in cross check once the descend via clearance had been given.Factors: Captain in right seat is a threat even though he is a Check Airman. There was WX in the area. The missed crossing restriction on the descend via. A descend via clearance when close to a crossing restriction. Being on a line check for the pilots.Be aware of crossing restrictions once a descend via clearance is given as an observer. The surface in hand during a line check with Jeppesen available will help with this.


Synopsis: Two EMB145 Check Airmen; one in the right seat and one on the jump seat; report a missed crossing restriction on the DRLLR4 arrival by the Captain flying. The flying Captain did not recognize the FL240 crossing restriction at OILLL and did not follow the Vertical Path Indicator (VPI) as briefed.