Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Communication Breakdown; Distraction; Situational Awareness; Training / Qualification; Workload
Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
General None Reported / Taken
Environment - Non Weather Related; Human Factors; Weather
Was re-routed on different arrival due runway change from XC to XXC; we were subsequently given a crossing altitude of 12;000 feet by ZZZZZ [Intersection]. We were close and had a tailwind of 45 knots. I mentioned several times to the FO; who was PF; that we needed to get down. First; we were told to speed up to 300 knots and subsequently slowed down to 250 knots. I loaded points and altitude in the FMC and initially the FO was high on the path and going higher; but then started to correct to the path. It looked like we would still make restriction initially. Again; I told him to get down and then the FA called from the back. I made a PA which distracted me from monitoring the FO. He changed the modes from VNAV to VS when we were slowed and leveled off to slow down. A radio change came and he had to talk to ATC since I was off the radio; then we missed the altitude constraint by 800 feet.The FO was freshly back from a year leave due COVID. Also; I was being distracted and off frequency due to FA call; the tailwind and my underestimating the FO's ability. All these contributed to my poor pilot monitoring. It initially looked like he was joining the path but when he changed modes to VS all bets were off. The FO was behind and I did not realize it fast enough to prevent the mistake.Focus on flying plane and monitoring same too complying restraints or clearances before other tasks.
Air Carrier Captain reported an altitude deviation during arrival.  Captain cited the First Officer's lack of flying and being distracted by a PA as contributing factors.