Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Confusion; Distraction; Training / Qualification; Workload
Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance
Environment - Non Weather Related; Human Factors
While in cruise flight (FL370) we were cleared to cross the ZZZZZ intersection at FL330.  The FO entered the new altitude and I confirmed it.  We agreed to start down at the TOD.  ATIS indicated that we could be landing either [Runway] XXC or XXR.  I noticed the runway condition was 555 and total runway distance for Runway XXR was 7500 feet; which required a non-standard landing assessment.  I started entering the numbers in the landing app; when I decided to look back at our progress.  I immediately noticed that we had overflown the TOD.  I alerted the FO and he selected 'OPEN DESCENT!  I knew this would be insufficient and called out 'My aircraft;' he acknowledged and I attempted to make the restriction.  I quickly realized there was no chance of making the restriction; so as I stabilized the descent; I instructed the FO to inform ATC would be unable to make the restriction (we would be high).  After that I called for 'autopilot 2 and we transferred control of the aircraft back to the FO.  ATC acknowledged the transmission and we proceeded to the destination airport without further incident.  I decided not to debrief until we were at the gate; so to avoid any further incidents.In an effort to stay ahead of the; all too often; last minute approach changes and subsequent rushed approach briefings at low altitude; I as the non-flying pilot; elected to proactively run the landing numbers and review the XXR approach plate.  The obvious problem with that is; that the check and balance system for aircraft control is compromised when both pilots are not concentrating on the more immediate task at hand. It should be noted that the FO had just come from a training event to restore currency after almost 3 months off.  My FO did list that as a threat on our very first flight of the day. As such; I had been trying to complete tasks earlier than usual; not only to avoid the problems associated with operations at ZZZ1 but also so I could more closely monitor him; but in this case it backfired.According to the report home page altitude deviations are the number one reported event; so I don't really know what could effectively prevent this type of event. Possibly; the best we could hope for is to reduce the frequency.  For my part in reducing the frequency of which this event occurs; I will not address any other actions until the descent is begun and the altitude clearance is assured.
Air carrier Captain reported not making a crossing restriction after realizing they had overflown the top of descent.