Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Situational Awareness
Deviation - Altitude Overshoot; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Issued Advisory / Alert; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Environment - Non Weather Related; Human Factors
On approach into ZZZ we called the field in sight as we were descending through probably 5;000 feet on a vector to ZZZZZ intersection from the Southwest. We were cleared to cross ZZZZZ at 3;000 feet after which we could fly the visual approach.  I was working to slow down and get down because I had too much energy on the airplane.  As we approached ZZZZZ at 3;000 feet; the glideslope indicator show that we were high. I forgot that we had to cross the intersection at 3;000 feet and started to descend to the glideslope. The autopilot was off and I started to make a left turn to intercept the localizer.  As we approach 2;700 feet Approach reminded us that we were supposed to be at 3;000 feet until crossing ZZZZZ.  I began a climb back to 3;000 feet and we informed them we were correcting back to 3;000.In my effort to get the airplane slowed down I let myself forget the clearance we were given.  I was thinking visual approach; saw the runway; saw the glideslope below us and just completely let go of the requirement to cross the intersection at 3;000 feet.  I lost situational awareness at a very bad time.If I had gotten slower sooner I would not have been preoccupied with dissipating the extra energy. I don't feel I was rushing necessarily; but I did not give myself the chance to recover situational awareness at a critical moment. It was only a small amount of time that my SA was lost; but that was all it took to make a stupid mistake.
On a dogleg to final; we were given direct ZZZZZ. We called the field and were further assigned Direct ZZZZZ; maintain 3;000; cross ZZZZZ at or above 3;000 and then cleared visual approach Runway XXL. 3 nm from ZZZZZ the Captain and PF decided to de-automate the airplane by disconnecting the autopilot and auto throttles at or around 240 kts and a clean airplane. We started to dirty up and speed to follow. Making the turn onto the LOC about 1 nm to ZZZZZ; Captain asked for gear down and an additional flap setting. My focus was flight path management to ensure we stayed on our vertical path while simultaneously ensuring that we did not have an upward speed trend that would put the flaps outside their higher speed setting. at the same time; the aircraft dipped below the flight director. The FMS was programmed correctly for ZZZZZ 3;000 [feet]. As PM; I failed to monitor the flight path and allowed my PF to unknowingly deviate from the assigned altitude. Approach called us out on our deviation and I responded with 'correcting;' (and added a short but sincere apology). The rest of the approach was uneventful. I saw 2;750 at the time of approach control notification. High workload coupled with a PF that hasn't flown much in the previous 90 days. PM should have asked PF to re-automate until a lower workload time (such as established on final) was appropriate. Keep the airplane automated until more proficient in the previous 90 days. PF had admitted he hadn't flown much...so de-automating probably wasn't the best idea in hindsight. As PM; I needed to give him more back-up.
Air carrier flight crew experienced an altitude deviation while descending on approach and attempting to slow the aircraft. Crew stated that loss of situational awareness and Captain's lack of recent flying contributed to the event.