Commercial Fixed Wing
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Situational Awareness
ATC Issue All Types; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Returned To Clearance
Environment - Non Weather Related; Human Factors; Procedure
I was the Captain and PF on Aircraft X.  We were filed for the ZZZZZ2 Star.  Due to construction; Runway XXR was closed and ATIS was reporting visual approaches to Runway XXL were in use.  Upon viewing the available approaches for Runway XXL at ZZZ it was learned that they are all RNAV approaches.  I chose to use the RNAV (RNP) Y Runway XXL since it was authorized and the Initial Fix was the terminating point of our STAR.  Even though the weather was good with clear visibility I chose to fly the RNAV to keep it simple since I have not flown frequently during the previous months.  We briefed threats; STAR restrictions and the approach and asked the FO to request the RNAV upon check in with Approach.Initial cruise altitude was FL380 and we were given various step down altitudes to FL220.  Shortly after reaching FL220 I noticed the optimum descent path going below so we asked for lower.  It seemed that ATC had forgotten about us and by the time they found us and issued a lower altitude we were quite a bit off our profile.  I recall being cleared direct to ZZZZZ3 at 10;000 feet and were never given a descend via clearance.I was aggressively trying to descend with speed brakes and slowing down so we could extend flaps and gear to aid in getting back on profile.  As we approached ZZZZZ3 we were switched to Approach Control and initially cleared for a visual approach.  We asked for the RNAV as we had previously briefed and were granted the approach.  I switched from the STAR page to the RNAV page and we lowered the MCP altitude to minimums as we continued to descend toward the path.  A little while later Approach stated 'You're kind of high; would you like a different approach.'  In hindsight; I should have asked for a visual and either continue flying the lateral track of the RNAV or extend downwind thus eliminating any restrictions of the RNAV approach.  Both of us could easily see the airport while on our arrival and approach and never felt as if we would not be able to make a stabilized final approach which we did.  Unfortunately; I missed making the 10;000 restriction at ZZZZZ3.  When I switched to the RNAV page and began to concentrate on the approach I missed the ZZZZZ3 (IF) mandatory speed and altitude of 210 and 10;000 feet.  While I was so focused on meeting the speed restrictions (which we did) and getting on the path; I overlooked the hard altitude of 10;000 feet even though I had seen it and discussed it during the brief.  The lack of frequent flying and my attention becoming focused on obtaining the path while configuring caused me to miss an important restriction that I could have eliminated so easily by several means if I had not become so narrowly focused on other tasks.Lack of frequent flying (currency).  Delayed descent to lower altitude by ATC.  Attention becoming narrowly focused on specific items.  The (IF) restrictions being of small print compared to other information.Improving the visibility of (IF) restrictions on the Approach page.  Using the highlight feature of the FD Pro X app to highlight important items to the STAR and/or Approach.
Air carrier Captain reported being high on the approach and not making a crossing restriction.