Falcon 7X
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Flight Crew Last 90 Days 50; Flight Crew Total 8500; Flight Crew Type 1800
Communication Breakdown
Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action
Aircraft; Procedure; Weather
We were cleared direct to BLAYQ and the FILPZ3 STAR. The FA (Flight Attendant) and myself verified all of the waypoints and constraints in the FMS against the STAR chart; everything was correct. We were cleared to descend via the arrival landing South. The FO (First Officer) put in 6000 ft. into the Alt select and I selected VNAV on the autopilot guidance panel; we confirmed all selections per SOP. There was approximately a 90 knot tailwind when the airplane began the descent from FL350 following the vertical profile of the arrival in VNAV. There is a 270 kts speed restriction at PHAYE. I noticed the airplane was not decelerating quick enough to meet the restriction and selected Airbrakes 1. The airplane was still fast so I selected PATH on the guidance panel and leveled the airplane off to aid the slow down. Once we were slowed to 270 KIAS I used the PATH function to select a decent that would re-intercept the FMS calculated decent profile; but I didn't re-arm VNAV. This was done intentionally because our VNAV in such situations will command a very aggressive descent to recapture the profile. My intent was to wait until we were close to the calculated path again before re-arming VNAV to avoid the excessive descent angle. I used our Vertical Situation Display to select a path angle that would re-intercept the FMS profile just prior to crossing CEDOX at 9000 ft. MSL. I kept my finger on the VNAV button to remind me of the need to re-select it. However; due to the continued strong tailwind and descent angle I had to remove my hand from the VNAV select button and use the hand to continually actuate the air brakes so as to meet the speed restrictions on the STAR. I became distracted from the VNAV as I focused on meeting the 210 kts speed restriction at CEDOX. During this time the PM (Pilot MOnitoring) was changing our assigned runway from the expected ILS Runway 36R to the ILS Runway 36L. The PM verified my PATH selection was appropriate prior to re-programming the FMS and we re-briefed the changes to the approach and runway. At some point prior to crossing CEDOX the airplane path descended below the FMS calculated profile because I had failed re-arm VNAV on the guidance panel and was still descending in PATH which will only honor the Altitude Selection (6000 ft.) and not the FMS profile. I was concentrating modulating the air brakes to comply with the 210 kts. constraint at CEDEX and failed to recognize that we were significantly below the 9000 ft. restriction. Approach control notified us of our failure to comply with the restriction and issued a descent to 5000 ft. The rest of the approach and arrival was normal from that point forward. In hindsight; I allowed myself to become distracted enough by the speed constraints that I failed to monitor the vertical profile close enough. I should have re-armed VNAV and not have decided to wait until the airplane was closer to the calculated descent profile.
Captain reported descent below altitude restrictions due to strong tail wind and distractions.